Amazing : SF1 Mercedes Benz Concept Car !

Take a look at stunning the SF1 Mercedes Benz Concept Car designed by Steel Drake. He recently finished the concept and has released these shots, highlighting the futuristic design and highly stylized body. Featuring a rounded top, tapered edges, a dual pipe exhaust, and a modified Benz logo. It’s hardly to expect that this concept car can transforms to real model but it’s surely worth your attention!

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McLaren P1 New Concept Car !

After 20 years of originally introducing the fastest production vehicle in the world, british McLaren Automotive has released information about the debut of their newest sports car, the “McLaren P1″. Aiming to replace its iconic predecessor, the new concept will be introduced at the 2012 Paris Auto Show as a design study, expecting to inform the new form factor of the production model. Although the supercar still has no official release date, it is expected to be manufactured in limited quantities.

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New BMW Concept Active Tourer Plug-In Hybrid Concept !

Take a look at new BMW Concept Active Tourer plug-in hybrid, which is a preview of BMW’s upcoming compact MPV with its new eDrive hybrid system. According to BMW, the Concept Active Tourer is geared towards customers of the premium segment who appreciate a high level of comfort, a raised seating position and a generous amount of space. 

The BMW Concept Active Tourer is powered by a turbocharged 1.5L three-cylinder engine that sends its power to the front wheels and an electric motor sits above the rear axle. The BMW Concept Active Tourer has a total of 190 horsepower and the electric motor and lithium-ion battery can power the concept up to 18 miles in full electric mode. It can also go from 0 to 62 mph in under 8 seconds with a top speed around 125 mph. According to BMW, the concept’s fuel consumption is less than 2.5 liters per 100 kilometers.

On the outside, the BMW Concept Active Tourer features classic BMW design traits like the kidney grille. Its overall footprint is about the same as the BMW 1 Series, but it is slightly wider and taller. The interior is also full of new technology like a multifunction instrument display that uses Black Panel Technology and a “Cool Shade” panorama roof that can adjust the amount of light that enters the interior with the touch of a button. The BMW Concept Active Tourer will have its world debut later this month at the 2012 Paris Motor Show.

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Amazing Lexus LF-LC Hybrid Concept !

Lexus has unveiled an updated version of its Lexus LF-LC hybrid concept. The biggest change to the design is the new Opal Blue exterior color – according to Lexus, the new shade is inspired by the lustrous color found in semi-precious opal stones in the Australian Outback. The hybrid concept system named Advanced Lexus Hybrid Drive, features an Atkinson cycle engine which is mated to an advanced high-energy battery pack that is designed to deliver greater power from a smaller battery than those currently used in Lexus’ range of hybrid vehicles. Combined, the LF-LC Blue concept’s hybrid powertrain packs 500 horsepower, which is more than any other Lexus hybrid. LF-LC Blue is a preview of what the future may hold for sports cars.

“For decades, Lexus has been synonymous with hybrid drivetrains, superior build quality, comfort and reliability,” Lexus Australia’s Tony Cramb. “With the LF-LC we now reinforce our design and technology credentials. The LF-LC is absolutely stunning. Its good looks mask some very exciting design and engineering innovations that will influence Lexus vehicles in the future. LF-LC is part concept, part reality: the concept hints at what’s to come from Lexus, while the reality has us actively studying how we can engineer and build a vehicle like this in the future.”

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New Special : Can Ford Fusion Stand Out in Sea of Sameness?

Few automotive segments are more crowded than the midsize sedan market.  So, despite months of hype, hoopla and hope, the official sales debut of the striking new 2013 Ford Fusion might have been underwhelming if traditional ad campaign launch methods were followed.

Global Ford marketing czar Jim Farley clearly wasn’t going to settle for the same-old same-old, it turns out, Ford choosing to follow its own and less traveled road. In doing so, it has created some stunning, provocative and compelling graphics in broadcast commercials and print ads that are amplified with succinct copy that is both persuasive and convincing.

I was able to preview major elements of the new campaign, including elements of the company’s overview from Amy Marentic, Ford’s group marketing manager. And the ad agency perspective from Toby Barlow, Team Detroit’s chief creative director, who revealed the artsy back-story, the agency overview and divulged intricate and elaborate production methods that were used.

Artist Liu Bolin.

The brief might as well have said: How do you denigrate the competitive set of sedans in ads and sell the Fusion? How can you make the Fusion a standout in a marketplace of gray, bland and boring sameness?  Showing competitive brands in advertising is old, old, old and bad, bad, bad form. But showing competitive brands that you sorta, almost, kinda see is not. And that’s the basic idea of the Fusion campaign – to showcase the Fusion as the one stand-out among an almost invisible array of competitors.

Team Detroit was aware of the unique talents of Chinese artist Liu Bolin, aka the Internet Invisible Man, who is famous for his Hiding in The City sight photos. These are paintings in which the subject, usually the artist, has been painted to match the background which renders him almost invisible in the resulting photograph.

Ford contacted the artist in China, noted Barlow, “We flew him from Shanghai to Los Angeles, described the concept and he agreed to do the project.” Except in this instance the background, competitors’ cars, were painted out and the Fusion became the focus of the ad.

Click Here for a video of how the background of competitive cars was created. The commercial itself was held up because of edit delays caused by Hurricane Sandy but should be ready by the end of the week.  I reviewed the early edit and it is stunning.

Click Here to see the first of the three commercials that introduce the new Fusion ad campaign  that began during NCAA games Saturday and continued with NFL games on Sunday. Other broadcast and cable nets will be added.  Another commercial to be released soon features the Fusion driving off a cliff – amazing real footage shot with six cameras, not CGI. The spot and the behind-the-scenes footage will appear soon in Marty’s Marketing Minutia.

Naturally, Ford and the agency were mum on the media expenditures backing the new Fusion but it was possible to learn a little about what Liu Bolin’s photos cost from an article in The Daily Beast – Beijing, Arts Best. His works are in great demand. One gallery that shows Liu’s limited editions have sold out with prices reaching $250,000 for a photo of Liu in a mural of Chinese dragons. One of his most famous works, the artist in front of a New York City magazine stand sold first for $18,000 and was resold for $46,000.  Wanna guess what Ford paid? That’s gonna be invisible too.

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New 2013 Nissan Altima !

Welcoming a new car to our Four Seasons fleet is one of the most enjoyable things we do here at Automobile Magazine. Family sedans such as our new Nissan Altima aren't the most exciting vehicles we test, but they still offer us - and consumers - superb everyday usability. We broke in our new Nissan very quickly.

On its first day with us, our Altima barely touched tire to our parking lot before Laura Sky Brown, executive editor of JeanKnowsCars.com, pointed it toward Bloomington, Indiana. Brown has made the trip dozens of times in the past three years and found the Altima to be extremely pleasant: "It's comfortable without being too cushy or pretentious, fast without being intimidating to the normal driver, and attractive without being ostentatious in any way. Yet it's not a boring car at all. I wasn't as sedate behind the wheel as I was expected to be."

The Altima traveled far away from Ann Arbor the very next weekend, as Mark Mastropietro, able assistant to photographer A. J. Mueller, steered the car to northern Michigan and then on to Chicago before returning to southeastern Michigan. Mastropietro loved the Altima's styling: "It has a bit of a Lexus look to it and looks great in red. Not too many heads turned as I drove it through Chicago, but it might be perfectly under the radar for a cool dad." Substance also met Mastropietro standards: "It takes off quite quickly after a good punch to the accelerator. Cruising on the highway was a breeze, but I had several of those 'whoa, I didn't know I was going that fast' moments. I was supercomfortable in the driver's seat, too, and that's not always easy for a tall guy like me."

Not keen to leave our test cars parked for very long, we sent the Altima back to the west side of Michigan the very day that Mastropietro brought it back. The destination this time was South Haven, site of our annual Automobile of the Year testing. The Altima didn't win the major award, but many drivers put it through its paces on local back roads and, in a few cases, on GingerMan Raceway. 

The car doesn't feel nearly as sporty or tied down as the mid-size rivals we had on hand -- the Ford Fusion and the Honda Accord -- both of which impressed us greatly with their fun-to-drive characteristics. The softer Altima sat idle for most of the track day, but those who drove it on the 2.14-mile road course enjoyed its powerful engine and its obedient continuously variable transmission but found the car reluctant to change directions quickly.

However, our Four Seasons car looked very good when compared with the four-cylinder Altima 2.5 SV that was also present. That car, which cost $5130 less than our 3.5 SL, felt much less pleasing both to sit in and to drive. "As with most things, more power helps," said design editor Robert Cumberford. "In this case, the CVT is a whole lot calmer and agreeable than it is in the 2.5-liter four-cylinder. This is a really powerful family car, able to provide a good ride, decent roadholding, and, presumably, good economy. Nicely finished and likely to stay that way for a goodly time."

Since its first days in our fleet, the Four Seasons Altima has slowed its pace quite a bit, but we're still racking up miles and comments. Check back next month to learn how we like the car for day-to-day commuting.

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Vehicle-to-Vehicle Technology Coming To Lexus “Soon” !

by: Donny Nordlicht

Toyota has opened its new research and development facility south of Tokyo, Japan where it will test vehicle-to-vehicle (V2V) communication. According to a new report, the automaker has promised that the advanced technology will make its way into Lexus models in the near future.

The Detroit Free Press says that Toyota is looking to have V2V technology on the road in Japan by 2014, and plans to expand it to U.S.-spec cars at a future date. Because of the high cost of the new technology, chances are that we’ll see it in Lexus models before anything else (potentially in cars like the LS 460 pictured here); the Freep claims that the V2V equipment can cost “as much as a cheaper Toyota.”

V2V communication works by the cars receiving information from sensors and transmitters on the roads, which warn of potential dangers like cars coming up in blind spots, cars running red lights, and pedestrians crossing the street. The data can then be used by the individual vehicle to prepare for a collision or stop one from happening through electronic intervention, like automatic braking. Not only can the cars receive information, but they can also relay it to other vehicles on the road.

Toyota has also begun working on standalone automatic braking, brake force amplifier, and cross-traffic sensing systems, along with the V2V technology. It already offers things like automatic cruise control and blind-spot monitoring in some of its Toyota and Lexus vehicles.

Numerous other automakers have begun developing their own V2V technology, and the U.S. Department of Transportation has begun studying the impact of V2V on our roads.

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The Lotus Evora S Launched With a Raft Of Improvements Also Applied To The Standard Car !

The Lotus Evora S is the car the Evora should always have been. A much-improved 2012 version of Britain’s unique mid-engined 3.5 litre V6 two-plus-two bristles with 143 improvements to its quality and equipment. It's clear Lotus has raised its game.

For 2012 the Evora gets new body colours, new wheel colours and a myriad of actions to improve materials quality and panel fit. Inside there is a new steering wheel, a new alloy gearlever knob and surround, new metal-faced pedals and a transformation of the leather-faced front seats into a pair of the most attractive sports buckets in production.

All stitching takes a leap forward as a result of modern systems just installed in Lotus’s own all-new leather and trim shop. New, firmer-action doorhandles open and close doors whose “slam” is improved. New door seals reduce road and wind noise. Fascia materials quality is higher, there is a new, better-performing and easier-to-use screen-based infotainment system, and new option packs affordably offer “real world” equipment.

To improve driving, the 2012 editions get improvements to gearchange precision (via more sophisticated, low-friction cables) and 40 per cent less flywheel inertia (to make high-revs gearchanges sweeter and slicker). Lotus' IPS automatic 'box is also offered. It shifts smoothly at low-to-medium speeds, but it can become hesitant when pressing on.

New engine mounts cut gearchange shunt, and improved electronic throttle mapping has “sharpened” engine response. The exhaust system has been re-shaped to produce a far more sporty (but barely louder) engine note, then kitted with a butterfly valve that opens at around 2000 rpm to make the sonic improvements more evident lower down.

Open the door and your eye falls on one of the best-looking pairs of bucket seats going. Slide your backside over the higher-than-most sill into the seat and you’ll remember how snug and Evora feels, yet how much room there is in important areas.

When it starts, the Evora S engine now sounds a bit like an Aston V12 bursting into life. The idle is a seamless growl. The longish, alloy-tipped gearlever slides smoothly into first with a smooth, rifle-bolt action. The clutch engages powerfully and you’re easily away, engine pulling flexibly at low revs but already sounding powerful. Give the supercharged 3.5 V6 its head and its energy is instantly evident; it winds out with a delicious howl to deliver true supercar performance at top speed.

Nobody ever criticised an Evora for bad handling. Chassis development is a Lotus strength, and the Evora represents its latest and best of its achievements. Even the developments in the first S were not driven by the market. Lotus’s experts simply assessed their own efforts and decided a few changes (better bushes, damper tuning, a half-millimetre increase in the thickness of the rear anti-roll bar) would improve things.

On smooth roads, the Evora corners on rails: huge grip, zero roll. Press it hard over the broken edged, rough-surfaced and weirdly-cambered roads that abound near its birthplace and you’ll soon marvel at the grace and ease with which it negotiates any difficult piece of British road.

This car has a unique combination of long wheelbase, low and centralised masses, compact dimensions, ideally chosen and specially engineered tyres — differently sized front to rear — and spring/damper rates honed by the world experts. No wonder it’s good.

From outside, there’s nothing that really shouts that this is the much-improved 2012 Evora. But a glance inside, or a short drive puts the matter beyond doubt. When we drove the original S we reckoned we preferred it to a Porsche Cayman. The margin is even more obvious now.

By Jim Holder

Editor

The manual gearbox gets our nod ahead of the IPS auto

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The Nissan GT-R Is Possibly The Best-Value Performance Car Ever !

The Nissan GT-R has a varied history. Although it has always had a strong following, some models to wear the GT-R badge haven’t always made the grade. But when Nissan do it well, they do it very, very well. Back in 1969, the 2.0-litre Skyline saloon was the first Nissan to wear a GT-R badge. A coupé followed in 1971 and a replacement model, with production limited to 197 units, in 1973. And that was the end of the GT-R until a Skyline more like the one we know appeared in 1990, with a twin-turbo straight six.

Homologated to let Nissan go racing, the R32 was claimed to have 280bhp, as were the R33 (1994) and R34 (1999) successors. GT-R buyers in the UK should beware – there are plenty of imported GT-Rs floating around on the used market of greatly varying quality. We’d prefer to stick to the cars brought across by Nissan itself, and that’s what our test is based on.

When we tested the 473bhp grey-imported GT-R it caused quite a stir; it demolished pretty much every challenge we laid before it, including being crowned the winner of our annual Best Driver’s Car shootout. The official 523bhp version of the car turns the GT-R into a super supercar.

The GT-R has always had price on its side. It’s not a cheap car: it’s better value for money than cars that are seemingly as fast, and it can outperform cars of a similar price. Seems too good to be true. So is it?

 By Vicky Parrott

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First drive review : Vauxhall Mokka 1.4 Turbo 4x4 Tech Line !

by Matt Saunders

What is it?

Vauxhall’s new small 4x4, and some fresh competition for the likes of the Nissan Juke, Mini Countryman and Skoda Yeti: this is the Mokka. And, just signed off in UK-market form, it’s not quite the car we were expecting.

That’s because it’s been through an unscheduled technical update. After General Motors in Russelsheim launched the car to the European press last month, the reaction of much of the UK press was quite critical of the Mokka’s ride and handling. Critical enough, in fact, for Vauxhall to spend a hectic few weeks re-equipping and re-fettling the Mokka’s steering and suspension to make it more appropriate for British requirements.

As a result, all UK-bound, right-hand drive Mokkas built on the car’s Korean production line from early next year will get a stiffer steering gear mounting bush, a special software calibration for the electromechanical power steering and re-rated dampers for the suspension.

What is it like?

A full road test will be forthcoming. For now though, suffice it to say that Vauxhall’s dynamicists have made a discernable and worthwhile improvement to the way the Opel Mokka rides and handles.

The maker lined up pre- and post-revision examples of the car at its Millbrook engineering centre for us to try. Over mixed surfaces around rural Bedfordshire, the latter one demonstrated a telling improvement in chassis compliance, contributing to a more settled and absorptive primary ride over uneven backroads.

The way the car steers has been markedly improved too. The spongy feel and inconsistent weight of the European-spec car’s wheel has been addressed. There’s clearer precision around the straight-ahead, and more a fluent sense of control as you wind on lock.

The net result is a car that just goes where you point it much more comfortably and obligingly; that has just enough give in the suspension to deal with most testing of British surfaces, but still has a pleasing sense of poise and slickness about it.

Should I buy one?

The Mokka’s still not an outstanding car to drive. A Skoda Yeti has a more refined, big-4x4 feel. Meanwhile, both a Nissan Juke and a Mini Countryman would probably be a bit more wieldy around town and down a country lane, and generally have a little more flair about them.

But the Vauxhall is a truly rounded car, and good enough dynamically - now - to be worth a fair hearing. In Tech Line spec it offers four-driven wheels and a generous standard equipment level; you’d have to spend a several thousand extra to match both in either the Mini or the Nissan.

The Mokka simply combines very respectable if unspectacular dynamics with handsome styling, plenty of practicality and strong value for money. Like so many current Vauxhalls, it’s a quiet but serious contender.

Vauxhall Mokka 1.4 Turbo 4x4 Tech Line

Price £18,200; 0-62mph 9.4sec; Top speed 118mph; Economy 44.1mpg; Co2 149g/km; Kerbweight 1350kg; Engine 4 cyls in line, 1364cc, turbocharged petrol; Power 138bhp at 4900rpm; Torque 147lb ft at 1850-4900rpm; Gearbox 6-spd manual.

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First drive review: New Honda Civic 1.6 i-DTEC SE !

What is it?

This is the European Civic powered by the Honda’s long-awaited 1.6-litre, 94g/km, diesel engine. Both the car and the new engine will be made at Honda’s Swindon factory for export to mainland Europe.

Work on the new engine started around five years ago and it is a very big investment for the company, because it will sell primarily in Europe (although a lower powered version may also be sent to India), where Honda’s sales have collapsed to just 170,000 units per year. For the rest of the world, Honda is investing heavily in petrol-electric hybrids. It’s easy to forget, but the rest of the automotive world - especially Japan and the US - don’t care for diesel engines.

Honda says the engine is the lightest in class and has internal friction levels comparable with the best petrol engine. It gets 1800 bar injection (on the lower side by the latest standards), uses a small single turbo and gets a catalyst and DPF filter.

It is built around a new aluminium block which uses an open deck block (where the cylinder is surrounded by a continuous water jacket) and it also gets a radically smaller and lighter crankshaft. Compared to the 15.9kg crankshaft in the 2.2-litre Honda diesel, the unit in the new engine weighs 10.1kg - a 36 per cent reduction. The pistons have shorter skirts and are said to be 10 per cent lighter than other best-in-class pistons, both of which should make the engine quick and smoother revving.

Having separate crankshaft bearing caps in the lower block (they are integrated in the 2.2-litre engine) has also massively reduced radiated noise, according to the engineers. They also claim that, at 1500rpm, the engine has 40 per cent lower internal friction than a typical rival diesel engine. Impressively, it does without a balancer shaft. The Civic diesel also gets a new, 7kg lighter, six-speed manual gearbox which sits in a stiffer casing. This, and the 47kg saved over the heavier 2.2-litre engine, takes a noticeable 54kg out of the car’s nose.

What is it like?

Based on this limited first impression, pretty impressive. We were restricted to a few laps of Honda’s high speed oval at its Tochigi test facility, which is super-smooth after its re-build in the wake of the recent earthquake.

Pulling away from a standing start, the engine is clearly a diesel. Once we settled into a 70mph cruise around the bowl, however, the Civic proved to be pretty refined. And any noise that is produced is much less like the typical low-frequency diesel grumbles that are as much felt as heard.

At 60mph on the A419 near Swindon, Honda’s engineers say the front seats of the Civic are the least disturbed in the Golf class and on a par with some Mondeo-class diesels. Indeed, it’s not just down to the new engine. This model also has an active noise cancellation system, which uses a microphone in the roof lining and pumps out anti-noise via the sound-system.

The Civic feels very well-planted and stable and rode very well, although the track was exceptionally well-surfaced. The ‘box’s shift action is very slick, although it is pulling just over 2000rpm at 70mph in sixth. Luckily, the Civic is quiet enough for this not to be a problem and it underlines that the character of the engine is much more petrol-like and much less of a typical slogging diesel. The reduced weight in the car’s nose is also noticeable, making the front end keener to change direction. The whole car feels very well and tightly engineered.

Should I buy one?

Quite possibly. The Civic i-DTEC is light on its feet, potentially very economical and - as befits a company that is supreme in petrol engine technology - one of the least ‘diesel’ four cylinder diesel engines on sale. However, our short drive on a super-smooth test track means that that a definitive, real-world, judgment will have to wait until early December.

The upcoming Civic estate - which makes even better use of the Civic’s superb multi-folding rear seats - will be ideally suited to this engine. The Civic is something of an underrated car. This engine should allow it a much better showing in diesel-centric Europe.

Honda Civic 1.6 i-DTEC

Price: £19,400; 0-62mph: 10sec; Top speed: 124mph; Economy: 83mpg (combined); CO2: 94g/km; Kerb weight: 1346kg; Engine type: turbocharged diesel, 1597cc; Installation: transverse, front; Power: 118bhp at 4000rpm; Torque: 221lb ft at 2000rpm; Gearbox: Six-speed manual; Fuel tank: 50 litres; Boot: 477 litres; Wheels: X.XJ/15in/alloy; Tyres: 255/55.

by Hilton Holloway

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First Drive: 2013 Buick Enclave !

It's been a long time coming for the Buick Enclave's first facelift. With a recess for bankruptcy along the way, three years to the typical mid-cycle refresh has become five years. Fortunately for GM, the Enclave and its Lambda-platform siblings -- the Chevrolet Traverse and GMC Acadia -- were assets, not liabilities, when the cash dried up. The sensible family haulers were well positioned to weather a financial drought as the rebuttal to a criticism that GM couldn't build a car that people actually wanted. For Buick, the efficient, stylish, upscale crossover had single-handedly resuscitated a brand that previously looked as healthy as Oldsmobile.

Those original qualities will have to sustain the Enclave for some time yet, as tardiness also comes with triviality. This mid-cycle makeover is more like a touch-up. There's a bigger, toothier grille on the Enclave's redesigned snout, which also gets fresh xenon headlights with LED daytime running lights. New exhaust outlets exit through the rear bumper, the taillights have been restyled, and the non-functional portholes move from the sides of the hood to the top. Buick also did away with the mismatched color scheme of the previous Enclave's exterior and opted instead for a cleaner monochromatic look. Inside, the only noteworthy addition is a strip of ice blue ambient lighting that runs along the top of the dash and front door panels, with a gaudy "Enclave" logo stuck right in the middle. That the new Enclave is largely indistinguishable from its attractive predecessor is no bad thing, though. It started life as Marsha in the Lambda Bunch and has aged as well as Warren Beatty.

The unchanged powertrain hangs in there, too. The 288-hp V-6, plunked into the Enclave's engine bay in 2009, is a reasonably refined tool and it's mated to the same well-tuned six-speed automatic transmission. The only major changes to the chassis are dual-flow front dampers, which aim to reduce road feel and improve ride comfort, and a revised rear suspension setup. Did we notice any ride difference over the outgoing model? Nope. But, like the car's looks, the fact that the Enclave rides like its predecessor shouldn't be held against it. The biggest Buick floats over rough roads and is never jarring. Steering and handling remain impressive for a vehicle of this size. It's not nimble, but the Enclave doesn't lose all composure when you show it a turn, which is surprising since the all-wheel-drive model weighs almost 5000 pounds. That's a lot of mass but the V-6 engine puts out enough oomph to manage it and can still handle 4500 lb of towing duty (when equipped with the $525 trailering package).

         

Pit the outgoing Enclave against a new-for-2013 Infiniti JX35, and the American would hold its own: more power with similar fuel economy, good body control, more third-row legroom, and a larger luggage area. However, the Infiniti would trounce the older Enclave when it came to technology. For 2013, Buick puts up a fight by pumping up the in-car tech. A backup camera now comes standard. The camera's image used to show up in the rearview mirror but is now displayed (much larger) on the center stack's seven-inch touchscreen, which is standard as well. The usual tech-musts are present, including Bluetooth, an auxiliary audio jack, and a USB port. Navigation, a 10-speaker Bose audio system, and a rear seat entertainment package are all available. What excited us most was the addition of blind-spot monitoring and rear cross-path detection on uplevel Enclaves. 

Buyers better cough up the extra $4015 to move from the base to mid-level Enclave because both safety features are must-haves on any crossover that's as large as a hippopotamus with hypothyroidism (and, hey, heated front seats are part of the deal, too). The niftiest bit of tech that comes with this update is a front-center-side airbag. This pillow pops out of the driver's seat, inflates in the center of the front row, and should keep the driver and front passenger from knocking noggins in a crash. There's room for improvement in the electronics department, though. For instance, keyless entry and ignition would be nice to have, even as an option.

The 2013 refresh was much needed, but the Enclave's greatest strengths are still derived from the groundwork laid in 2007. The cosmetic tweaks and tech additions keep it competitive with the new rivals, but one thing's for sure: The Enclave can't wait another five years for its next update.

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