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The Ford F-150 is America's best-selling pickup truck for a few reasons. It has some of the best towing ratings, some of the most intriguing tech features, and some of the most fuel-efficient powertrains. Put them all together with a choice of body styles and the F-150 has what could be its killer app just in its build matrix: seemingly endless choice.
The biggest news for 2014 is the addition of the 2014 Ford F-150 Tremor. The first "sport" truck to get the powertrain, according to Ford, the Tremor is configured with the F-150's regular-cab body style, with a 126-inch wheelbase and the shorter pickup bed. Both rear- and four-wheel-drive versions are offered. The Tremor weighs in at about 5,000 pounds, and comes with a 4.10 rear axle and an electronically controlled locking rear differential, for maximum power extraction from the EcoBoost V-6, Ford says. Other 2014 changes are slight, with new trailer-tow mirrors, a new FX grille, and HID headlamps on F-150s at the XLT trim level and above.
Otherwise, the F-150 carries over into the 2014 model year essentially unchanged--in a year when a new Silverado and Sierra and a new turbodiesel Ram are ready. With King Ranch editions, EcoBoost V-6 turbos, and a Harley-Davidson model wearing basic black like it owns it, the F-150 still looks ready to rumble. The blocky, Tonka look is either cartoonish or spot-on macho, depending on your allegiance to trucks in general, and Ford, specifically. The huge grille, the slab sides, the impossibly tall fenders make it a musclecar in its class, and an object to be coveted in certain parts of the country--anywhere within a 100-mile radius of an oval-track race.
The cabin couldn't feel more contrasty: it's quiet, well-organized, and depending on the model and trim, plushly finished in high-grade plastics and tightly assembled pieces, with attractive proportions. Even work-grade trims look expensive--and the addition of MyFord Touch controls have pushed the center stack in a more adventurous direction.
The F-150 comes in a wide range of body styles and bed lengths, and it's up to you how to configure it. The Regular Cab has either a 6.5-foot or 8-foot bed, and so does the extended SuperCab. The SuperCrew four-door pickup also comes with short- and long-bed options, as well as a wheelbase six inches longer than other versions, with all the additional room going to the rear seats. All F-150s can have well sculpted bucket seats, and even the basic bench isn't a bad alternative. In back, the seats have a truly flat floor, and the cushions fold up against the back on four-door models so huge packages can be carried inside, safely and securely. A tailgate ladder and a side box step are stamped into each version.
The quartet of powertrains that replaced Ford's old modular V-8s in the 2011 model year are back, unchanged for 2014. The standard 3.7-liter V-6 may seem like the dollar-store choice, until you've driven it with a light cargo load. The six-speed automatic (standard across the board) gets paired with taller rear axles to help it accelerate to 60 mph in under 10 seconds, and gas mileage still pushes the envelope, at up to 23 miles per gallon on the EPA highway cycle. The new Silverado and Sierra blow by it in towing capacity, though. If you want to hang with the popular crowd, you'll need the turbocharged, 3.5-liter version of the six.
In their 1990s heyday, pickup trucks excelled at smooth V-8 power. Now they're truly muscular, especially at Ford, where the 5.0-liter V-8 endows the F-150 with a Mustang GT powertrain and its sizzling exhaust note, too. The 5.0 puts out an EcoBoost-identical 360 hp: the engine's retuned from the Mustang application for better low-end torque and to maintain the truck's 10,000-pound tow rating. At the top of the range is a new 6.2-liter V-8 with a monster output of 411 hp and 434 pound-feet of torque, fitted in the most luxurious models and in the Raptor off-road special edition. For more information, please visit www.hmhid.com.

Slotted right below the full-size Lexus LX 570, the GX is built on the same platform as the foreign-market Toyota Land Cruiser Prado. It's also cousins with the Toyota 4Runner, but the GX gets the more powerful V-8 engine in lieu of the 4Runner's V-6. The GX also delivers on the Lexus promise for luxurious interior refinement, modern technologies and elegant exterior styling–none of which are typically found on truck-based SUVs.
The GX is already entering its fifth year in its current generation, and it hasn't seen many changes since its debut in 2010. However, there are some updates to the exterior this year–including Lexus' new "spindle" grille, LED daytime-running lights and headlamps, and new wheels. As a gently rounded take on the classic SUV proportions--crossed with some obligatory 'machined' brightwork cues here and there borrowed from Toyota's larger trucks like the Tundra pickup--the GX 460 is neither extroverted nor flashy. But the carved-out fenders and tall, imposing beltline do make it look quite trucky, and separate it from the rest of the Lexus lineup, except the LX. Inside, the look and layout are upright and trucklike, for sure, but short on typical Lexus standards for materials and trim details.
Despite the truck roots of the GX 460, Lexus has equipped it with all the common convenience and luxury features, while the Premium grade steps up to the rich infotainment features and tech extras. The 2014 model also receives the most current version of Lexus Remote Touch infotainment. Intuitive Park Assist, a 330-watt Mark Levinson surround-sound system, and a rear-seat entertainment system are among the extras. So are two different safety-tech packages that together can bring a pre-collision system, driver attention monitor, dynamic cruise control, intelligent high-beam assist, crawl control, lane-departure alert, and a wide-view front-and-side monitor. The nav system that's available in the GX comes with the Enform suite of services, including a Destination Assist service that allows remote operator-assisted destination programming.
With its low running boards, chrome trim all around, and what could be seen as a delicate interior, you might not expect the GX 460 to be a serious rock-crawler. In that, you'd be right; but at the same time it's definitely more than another off-road poseur. There's also a low range for this tough body-on-frame ute, a host of electronic controls that will help you maintain control in various conditions, and a true center diff lock that you'd use for sand, mud, or snow.
Anyone who's driven a true truck-based SUV before will probably feel right at home in the GX. With a big, torquey 301-horsepower V-8, it accelerates strongly with no flat spots, and the six-speed automatic transmission provides quick, smooth shifts. The standard Kinetic Dynamic Suspension System (KDSS) is a mixed blessing, really, helping keep it level in corners and in precarious off-road situations yet adding a jittery feeling at times on pavement. Ride quality is otherwise good, and the cabin is quiet, as a Lexus should be inside. Light, long-ratio steering and a soft brake pedal enforce the idea that it's a traditional SUV at heart.
In the GX you sit very high relative to the beltline, at least compared to other new vehicles, so there's great outward visibility. Well padded seats and plenty of support combine with plenty of headroom and legroom to make this a really pleasant place to be. The second row is roomy, too, but behind that the GX is somewhere between disappointing and a packaging disaster. The third row is small and impractical, as it's hard to get to, and the odd power-folding mechanism robs lots of space behind it, keeping the cargo area from being flat and low. And then there's the side-opening hatch: It's hinged on the right, meaning that you have to find your way around it when loading from the curb side. More information about the program is available on the web site at www.hmhid.com.

That's because they are. What you see here are some of the official handouts given to the media by Mini. The current owner of the brand, BMW, says its Vision concept car provides a glimpse of future Minis.
We'd say the third-generation Mini
, to be more precise, following reports that spy shots of a lightly disguised prototype were snapped by automotive paparazzi in Europe.
Sure, but you can't blame Mini for that because it's been a winning formula ever since the legendary British car was reinvented back in 2000.
Many of Mini's hallmark design elements remain unchanged in the Vision: the roof separated from the body, for instance; and the hexagonal front grille of the classic Mini which incorporates the bumper and auxiliary lights.
A new feature _ which BMW is steadily installing in all its cars (including the 4-series Coupe driven on pages 6 and 7) _ is the channelling of air from the front vents to the side gills.
And just like we saw in those spy shots, you can expect the round, daytime-running LED lights to make it into the third-gen Mini, due on Thai forecourts early next year.
It does, but let's not get totally carried away yet because the Vision is merely a concept car, remember: it's a trial of design elements, some of which may not be followed through on.
The first notable feature is the simplified fascia (which should make it through to the production model because the current version is sort of flawed, ergonomically),  the highlights of which are a "floating" console and dials which create a 3D effect.
Then there's the disco-lit floor which seems more fantasy than reality, but we'd like to be proven wrong on this point because the Mini, after all, is all about being funky.
Another interesting facility is what Mini calls "driving experience control" which allows the driver to change the colour of the interior ambient lighting. We say "interesting" because Mercedes-Benz has just introduced this gimmick in its latest S-class.
Since the purpose of unveiling the Vision is all to do with design, no technical information has been divulged yet. However, we've heard that today's six-speed automatic transmission will be upgraded to an eight-speed, as in BMW's latest cars.
The performance-orientated Cooper models are expected to keep the much-lauded 1.6-litre, four-cylinder, petrol-turbo engine that they share with Peugeot and Citroen.
Entry-level Minis might be seeing BMW's newly developed 1.5-litre, three-pot motor for the sake of lowered fuel consumption and CO2 emissions.
There's no word on that yet, even though the Countryman SUV is set to become the first Mini ever to roll out of BMW's factory in Rayong.
Since the Hatch is the second most popular Mini derivative here, after the Countryman, there's a likelihood that some people at Mini will be pushing to do the same with the three-door Hatch.
If the Hatch continues to be imported in fully built-up form from the UK, the asking price for it will be annoyingly higher than that for the Countryman.

The design of the MINI Vision reaches into the past and combines the underlying features and values of MINI with future-focused aesthetic and technical innovations. The hexagonal radiator grille is inspired by the classic Mini, for example, and the MINI Vision integrates both the bumper and auxiliary lights into the grille. The traditional and unmistakable rounded MINI forms are reflected in the exterior through elements such as the elliptical full-LED headlights. Their outer ring emits a consistent light and fulfils a daytime driving light function.
Among the stand-out signature features of the MINI brand are the clear separation of the roof, glasshouse and body. The chrome strip wrapped around the top of the body, the distinctive side indicator element and the black band framing the lower edge of the car are all hallmark MINI styling elements.
Alongside lightweight construction techniques

It would be easy to consider the Audi R8 little more than a Lamborghini Gallardo dressed up in a more sober, German-tailored suit. And in some ways, that description is a valid one. But it in no way expresses just how different the two cars are, nor that the R8 is very much an Audi.
Is that a good thing? Well, yes. Audi has become a brand best known for its ability to marry technology with craftsmanship; for cars that express both dynamic appeal and reassuring longevity. And when you’re spending more than R2-milliion on a sports car, those are all vital elements.
The comparison with the Gallardo stems from the fact that the cars share platform components and, in the case of the V10 versions, the glorious V10 engine, which is the handiwork of Lamborghini. After all, engines are what the Sant’Agata firm does best – which is why Audi bought the once ailing sports car maker in the first place.
It’s common knowledge that an all-new Lamborghini Gallardo is on the not too distant horizon, and that as before, a parallel-developed replacement for the current R8 will make its debut shortly after the new Lambo’s release. In that context, the updates to the current R8 line-up could be considered a last sprucing up before the arrival of the next-gen cars.
The R8 update package is mainly cosmetic, with subtle changes to the grille and bumper, the front and rear lights, and the interior execution. Most notable is the retirement of the old and clunky R-tronic automated manual gearbox, now replaced by a modern and super-slick seven-speed S-tronic dual-clutch transmission.
Also new is the addition of a new flagship: the R8 V10 Plus. Designed to be more powerful and perhaps more hardcore than the standard V10 model, the Plus is not a limited edition model like the R8 V10 GT, but a permanent member of the line-up.
The Plus is offered in hardtop coupe form only, and while there is a manual transmission option, the S-tronic gearbox is considered standard.
The Audi R8 remains one of those head-turning cars that is impossible to ignore. Conceived as a competitor to the venerable Porsche 911 Turbo, the relatively small sales totals have ensured an element of exclusivity. You don’t see an R8 every day.
A grille with gloss black inserts and chrome detailing, and a front splitter with carbon fibre-reinforce plastic (CFRP) are specific to the Plus, as is the rear diffusor, and exhaust tailpipes finished in black.
The “blades” on each flank are also fashioned from CFRP, while the lightweight 19-inch wheels, shod with fat and grippy performance rubber are new, too. The headlights are full LED designs, with integrated daytime running lights that also serve as indicators.
But really, all of these are mere nuances: the squat and low-slung shape of the R8 remains unchanged, and rightly so. It still exudes a mix of sleek sophistication and brooding menace, and it’s still a real head-turner. Expect grins, waves and lots of cellphone photo opportunities when driving this machine.
The new Plus version of the R8 might be more hardcore in power and performance terms, but the cabin still offers luxurious accommodation for two. The lightweight bucket seats are the most obvious change, together with carbon fibre-look inlays, but the rest is pure, older-generation Audi. While it has all the mod cons, the execution is looking more than a little dated. Click on their website www.hmhid.com for more information.

Four-wheeling at night can be fun, but if you don’t shed enough light on the situation the consequences can be catastrophic.
A good set of off-road lights can help your vision, just remember to use them off-road only.
In addition to buying good lights, using high-quality wiring is important when installing them on your truck SUV or 4x4.
Simply running a power and ground may work, but is not the correct way to wire them.
Most off-road lights draw a lot of power when switching them on, and this load should never be applied directly to the switch.
Using a relay for the switching duties will save your switch and lights as well as make for a safer installation.
Relays are easy to install and some lights come with them, but if not, you can pick up a relay from your local auto parts store.
Install a switch in the cab of your truck in a location that is convenient for you to reach, or tap into the high-beam circuit of the headlights to power the relay.
Mount the relay inside the cab, under the dash or in another location out of the way.
Run a wire from the battery or other positive source to the switch.
This is the positive feed to switch the relay on. You will also need to run a ground wire to the switch from the frame or other ground then run a positive feed wire from the battery to the positive in position on the relay.
There will be four connectors on the relay: A positive, a negative, a positive out and a positive in from the battery. Read the packaging or directions to determine which is which. Find the ground position on the relay and run a wire from it to a good ground on the chassis of the vehicle. Anywhere on the frame or other metal structure of the vehicle will normally produce a decent ground.
Then run a section of wire from the switch output to the switched power input on the relay. Again, this will be marked or identified on the directions that came with your relay.
Run the last wire from the relay positive out position to the lights and connect it to the positive feed on the lights. Ground the lights by attaching the black or ground wire to the frame or other ground on the truck.
HID lights have become more popular with off-roaders these days. Installation of these requires a little more work, but the principles remain the same. Just be sure to follow the instructions provided in the kit.
HID stands for High Intensity Discharge, which refers to a new technology that relies on an electrical charge to light the xenon gas contained in a sealed bulb.

The sky turned black at about 4:30 p.m. In a matter of minutes, the sunny, hot and windy day turned cool and rainy, with blasts of crazy wind. By the time the summer storm passed over our cottage on Bobs Lake near Westport, Ont., hundreds of trees were down, including several on my buddy’s property up the lake.
While our place escaped unscathed, my friend lost some massive ash trees — plus a hydro pole, which of course meant a loss of electricity. As soon as I heard about his mess, I headed over in the 2014 GMC Sierra I am testing this summer for a series of weekly reports on how the truck performs in real life.
Driving up the lake to his property, my son and I saw lots of trees and branches knocked down, but none seemed as hard hit as my friend’s place. The next morning, we were back again with chainsaws, bucking the large trees into rounds and clearing his long driveway. Several other large trees had to be cut because they were still a risk.
The Sierra proved the ideal companion, the tailgate making for a good bench for working with saws. The tailgate no longer slams when opened because it has a damper that slows the fall. It also features an internal torsion bar that reduces the effort to raise and lower the tailgate. It would be nice if the tailgate locked when the door locks are activated, instead of requiring the key. I would also forgo the drop in bed liner, which makes for a less grippy surface than a coated one. Mud flaps up front, which we do not have, should be standard, too, since road dirt collects on the running boards at the exact spot where one steps when climbing into the truck, making the cab that much more messy.
The Sierra also proved handy when one of the cut trees got wedged just before it fell. Attaching a recovery strap to the tree trunk and the truck, I simply drove forward and yanked the tree down. The Sierra’s front tow hooks were also ideally situated and large enough for hooking up and dragging out some of the other large logs.
While I probably didn’t need it, I did activate the Sierra’s 4WD system when moving the logs. The 4WD set up is good because it can work automatically (ideal when the Mrs. might be driving in uncertain conditions), has a 4-high and 4-low range. It also has a proper knob with good grip and a small yellow indicator light to reveal which range is engaged. It can be shifted into 4 High on the fly, but 4 Low requires a shift to neutral. The knob, however, is identical to the knob for the headlights, and sits just above the headlight switch, so pay attention when reaching for either the lights or 4WD because it is easy to turn the wrong one.
The nice, white LED daytime running lights, thankfully, can be fully shut off when parked — a small thing that hunters in Saskatchewan will appreciate. I also like that I can pull the key from the ignition when the engine is off, put the key back in, and the warning chime (for key in the ignition) will stop whenever the driver’s door is opened. These are small things, but show an attention to detail for the way truck owners use trucks.
After helping to cut the fallen trees, I returned the next day with my utility trailer to collect some of the rounds my friend gave me in exchange for helping out. Those rounds were easily hauled by the Sierra back to my cottage, where they have already been split into firewood for the cottage next year.

I HAVE yet to meet anyone who doesn't love a bargain. There is a thrill in believing you have gotten more than you paid for, a satisfaction of sorts in thinking you have just hoodwinked the seller into a better deal.
The new Mazda6 sedan with its delightful curves and sleek lines, its performance-driven engine and innovative fuel-saving technologies delivers more than just a good ride. It delivers more value for money too, with European-type style and inclusions to complement a rich Japanese history.
The dash is both practically laid out and nice to look at using well-loved features and modern touches in a comfortable fashion. The steering wheel and gear stick are wrapped in leather and feel nice in the hand with a generous use of soft materials throughout the cabin.
It is quite stylish really, evidence that the Japanese giant has taken excellent cues from its European competition and for the most part you certainly feel as if you are riding in a car that far exceeds this price.
Perhaps that is the reason the poor quality plastic surrounding the infotainment system is so noticeable, almost like someone slotted it in like an afterthought.
The seats of our entry-level Sport were covered in thick springy fabric which is soft to the touch but marks easily so is perhaps not the best choice if you have small children.
The seats themselves, as seems to be the case with Mazdas, could do with a bit more support and bolstering while the finicky manual adjustments made it difficult to find the ideal driving position. Leg room is abundant both in the front and back although occupants over six foot may not find much space above their heads.
Our test car, powered by a 2.5-litre Skyactiv-G petrol engine mated to a six-speed auto transmission, delivered a smooth, comfortable drive with just enough of an edge to keep you interested. It is well-balanced and sturdy with suspension that adequately absorbs imperfections, the tuning obviously aided by a body that has increased in rigidity. The electronically assisted steering can sometimes feel a bit dull but is quick to action when pushed hard through corners.
This petrol model is quite loud on start-up rattling around until it has warmed up with the throaty protests again quite vocal when negotiating steep hills or when surprised into acceleration. Yet it remains rather more than just a competent performer showing both will and execution around town or on the open road.
The Mazda6, even at entry-level, is packed with all the modern delights you could wish for and at a much more forgiving price than some of its European competition.
Push-button start, heated wing mirrors, Bluetooth connectivity, reverse camera, sat nav, cruise control and rain-sensing wipers are standard on all models.
The Touring adds powered seats, leather upholstery, 11-speaker sound system and parking sensors while the GT is also equipped with LED running lights, sunroof, keyless entry, 19-inch alloys, heated seats and bi-xenon headlights.
The safety suite includes front, side and curtain airbags, anti-lock brakes with EBD and emergency brake assist, stability control, traction control and hill-launch assist. The range-topping Atenza boasts a host of additional safety features like adaptive cruise control, lane-departure warning system, blind-spot monitoring and collision-detection system.

Infiniti’s all-new Q50 performance saloon will start from 27,950 when it goes on sale in the UK later this year, the Nissan-owned luxury performance manufacturer has confirmed.
It has also announced the new Q50 will come as standard with sector-unique technology that will automatically profile the car to an individual driver’s preferences simply by unlocking the door…
The sub-28k price will get you behind the wheel of the entry-level Q50 2.2-litre SE, which offers 17-inch alloy wheels, Scratch-shield paint, dual-zone climate control, cruise control, keyless entry and rear view camera.
Moving up a level, the Premium trim starts at 30,250 and adds heated leather seats and a choice of interior trim options. Next up is Sport specification, which for 32,720 offers a redesigned front bumper, LED headlamps and daytime running lights, larger 19-inch alloys, aluminium trim and Infiniti’s controversial new steer-by-wire Direct Adaptive Steering.
Top of the Q50 tree is the 40,000 Q50S Hybrid, which boasts a 3.5-litre V6 engine capable of accelerating the car from 0-62mph in 5.1 seconds. While in electric mode, an external noise system is fitted to warn pedestrians that the Q50 is approaching.
So, the prices are interesting… but it’s the Q50′s level of personalisation that really catches our eye.
They say an elephant never forgets, but as it turns out, neither does the Infiniti Q50. Thanks to the snappily titled “My car knows me” function, the Q50 will remember the personal settings for up to four people.
This includes three registered owners and one guest, covering the areas of “life on board, dynamic performance and safety technology.”
In short, this means that, aside from the slightly unnerving fact the car welcomes you by name, it will also remember your seat position, favoured cabin temperature and routes home – it will even display photographs of your friends and family.
It’s all thanks to an advanced intelligent i-Key, which gives access to 96 selectable settings across 10 functions, apparently opening up billions of different permutations for personalisation.
Each of the two i-Keys supplied with the Q50 stores personal settings for two different drivers. The information is then saved automatically and can be updated or deleted on the car’s touchscreen infotainment display.
The driver can select the ‘Personal’ option to choose his or her desired engine performance, transmission response and the weight of the steer-by-wire Direct Adaptive Steering System. It also extends to the electronic safety devices, presumably meaning that another driver can’t get in only to find all the stability aids have been switched off.
We could go on, but describing the “billions” of personalisation options would make for an incredibly dull news update. But if we tell you that the smallest details are covered – such as whether sir would like a digital or analogue clock – we think you’ll grasp what’s available. More information about the program is available on the web site at www.hmhid.com.

The new Renault Megane Knight Edition has been revealed, available now from 17,095. The Knight Edition adds extra equipment over the Megane Expression+ specification, and will be on sale until autumn this year.
The Renault Megane Knight Edition costs 350 more than the entry-level Expression+ specification, but includes extra equipment such as new 16-inch alloy wheels, a different bumper design, extra chrome exterior trim, LED running lights and rear parking sensors.
The Knight Edition also gets tinted rear windows and electric folding door mirrors, and comes in a choice of white, red, blue or black metallic paint colours. Standard equipment on all Renault Megane models includes Bluetooth, USB, air-conditioning, front fog lights and cruise control.
The new specification is available on the Renault Megane hatchback, coupe and Sport Tourer estate models and with either the 1.6-litre petrol engine or the 1.5-litre diesel engine. The estate version is the most practical of the range, with a 524-litre boot with the seats up that expands to 1,600 litres with them folded down.
The diesel version, which has the best-selling engine Renault produces, gets free road tax thanks to emissions of 90g/km and can manage 80.7mpg in fuel economy. The petrol engine is not as economical, getting only 41mpg, but it is slightly faster and cheaper to buy. If you opt for the Renault 4+ package, you'll get  four years’ free servicing, a four-year warranty, four years of AA roadside cover and a four-year finance package.
The Renault Megane Knight Edition costs from 17,095 for the hatchback model, moving up to 17,595 for the three-door coupe and 17,895 for the more practical estate model. This special edition model is only available until autumn this year in the UK, but is available to buy now.
Although much of what made the Kia Sedona a success in 2012 is back for 2014, there are subtle changes, upgrades, and new standard equipment that make the 2014 Kia Sedona a better value for families. At first glance, the exterior receives a number of stylistic touches, including a redesigned front grille and new LED running lights and fog lights.
Inside, the Sedona gets a few modernized additions as well. With a new tablet storage compartment on all trims, along with heated-lather trimmed seats and automatic climate control on the EX trim, the Sedona delivers some of the top features drivers seek while maintaining its simple, intuitive interior.