2015 Honda CR-V

What It Is: The mid-cycle refresh of Honda’s popular CR-V crossover, which involves no sheetmetal changes but does swap in classier new front and rear fascias. Up front, a new two-slat grille with a mesh insert is underscored by chrome, replacing the broad, three-bar grille of the current model. Somewhat squintier-looking HID headlamps (likely a higher-trim option) are found in the place of the large halogens that light the way for all 2014 CR-Vs. A more sculpted front bumper features new horizontal fog lamps with chrome trim in place of the round bulbs on the current CR-V.

In back, the tailgate features a new, three-dimensional garnish beneath the rear window that brackets the Honda badge and spreads out to what appear to be mildly redesigned taillamps. The rear bumper is reshaped, and features considerably more body color compared to the current model, which is heavy on the dark-gray protective cladding. The futuristic wheels are also new and appear to be slightly larger than the current 16- and 17-inch offerings.

Our shooter noted that the vehicle also had covers over the dashboard, indicating that the CR-V is also getting some interior updates—likely Honda’s new app-based HondaLink infotainment and navigation systems as seen in the 2014 Civic and 2015 Fit, as well as possibly Apple’s new CarPlay iOS integration system.

Top: 2015 Honda CR-V (spy photo). Bottom: 2014 Honda CR-V EX-L AWD.

Why It Matters: Honda needs to keep the CR-V fresh in the face of strong competition from Toyota’s RAV4, the Nissan Rogue, and our favorite in the segment, the Mazda CX-5. The additional brightwork and reduced cladding on the bumpers will go some ways toward taking the CR-V’s appearance upscale, and would give the tiny new HR-V subcompact crossover, due this winter, some breathing room.

Less than two years ago, the CR-V scored a solid second place out of six (behind the CX-5) in a cute-ute comparison test, but it must evolve if it plans to maintain its place near the top of the segment.

Platform: The CR-V’s platform will remain as is until its full redesign in 2017 or 2018.

Powertrain: We have always been happy with the smoothness and potency of the CR-V’s revvy, 185-hp 2.4-liter four-cylinder engine, but Honda will almost certainly update this offering with the direct-injected 2.4-liter four, which makes 189 horsepower in the U.S.-market Accord sedan. Honda will likely take the mid-cycle update as an opportunity to replace the current dated five-speed automatic with a CVT, also from the 2.4-liter-equipped U.S.-market Accord sedan. A CR-V hybrid is possible in the future, according to a Honda source, but we would be surprised to see that appear before the model’s next full re-do.

Competition: Mazda CX-5, Toyota RAV4, Jeep Cherokee, Ford Escape, Nissan Rogue.

Estimated Arrival and Price: The 2015 CR-V should appear this fall at a price that shouldn’t jump significantly from the 2014 model, which starts at just about $21K and rises to $31,450 for a loaded model.

2015 Mercedes-Benz CLS-class: Keeping Up Appearances

Once Mercedes-Benz decided to reinvent itself as a more youthful and design-oriented brand, the first CLS-class came across as a stroke of genius. Essentially a rebodied E-class, the 2005 CLS surprised the industry with its flowing, sensual lines. The car was a clear break with the Bruno Saccoschool of functional design that preceded it, but quite fitting for a brand that has produced cars such as the pre-war 540K or the Heckflosse S-class of the 1960s. The second-gen CLS successfully picked up the torch, the car which chief designer Gorden Wagener allegedly once said would make observers "kneel" still looks fresh after three years on the road.

For the 2015 model year, the handsome sedan that introduced the nonsensical “four-door” coupe terminology gets a mid-term facelift with subtle changes. Mercedes-Benz has added the "diamond grille" of A-class,S-class coupe, and CLA-class fame. The new car’s front bumpers have been restyled, and the rear looks more aggressive than previous iterations.

The overall shape of the 2015 model’s headlamps remains unchanged, but there are now standard LEDs instead of bi-xenons. For some markets, Mercedes will offer ultra-advanced matrix LED headlights with 24 LEDs in each unit. They are controlled individually and can be dimmed in a full 255 stages. Given the issues Audi is facing bringing this same technology stateside, don’t count on this feature coming here soon.

The telematics and assistance systems have been further upgraded for 2015, in accordance with the recently updated E-class. Depending on the selected package, the CLS now offers full internet access, high-definition voice capabilities, and a navigation system with real-time traffic data. In Europe, it now comes with a service package called "Mercedes connect me," which includes roadside assistance, maintenance, and accident assistance, and allows drivers to check vehicle data like the fuel-tank level remotely through the web. We expect similar services eventually to be offered in the U.S. To make these functions more easily accessible, the dashboard now carries a massive eight-inch screen like the one seen in virtually every recent Mercedes.

The engine and powertrain portfolio will be expanded and upgraded significantly. The CLS550 will continue to be offered with a 4.6-liter twin-turbo V-8, and output will stand pat for 2015 at 402 horsepower and 443 lb-ft of torque. But this model will now get a nine-speed automatic transmission in place of the current seven-speed gearbox. There is also an all-wheel-drive CLS550 4MATIC, which keeps the seven-speed transmission that is phased out in the rear-driver.

As before, there will be a 550-hp CLS63 AMG 4MATIC, and a 577-horse CLS63 S-model 4MATIC. What's new is the entry-level engine: The most efficient ways to drive a CLS will now be the CLS400 and the CLS400 4MATIC, both fitted with a twin-turbocharged 3.0-liter V-6 that produces 328 horsepower and 354 lb-ft of torque. Seven speeds here, as well. From our experience in other Benzes, we can attest to the capabilities of the twin-turbo V-6, but it lacks the sheer power and emotional appeal of the V-8.

Prices are expected to remain close to those of the 2014 model; the CLS400 will, of course, come in significantly below the CLS550, which now starts at $72,100.

If this was a European publication, we could go on to rave about an updated portfolio of ultra-efficient diesel engines and the beautiful five-door station wagon that Mercedes insists on calling a "Shooting Brake." In the U.S., the only choice will be the gasoline-powered four-door sedan. But that's not a bad thing, especially with the technical updates for the next model year. The CLS remains one of the most beautiful and capable cars on the road. 

First Aston Martin on All-New Architecture Will Be DB9 Replacement

Aston Martin is busy at work on its next-generation sports-car line, and the first model to market will be the successor to the current DB9 (pictured above).

According to a report from the U.K.’s Autocar magazine, work on the next-gen Aston GT “is well under way” and the car could be unveiled as soon as late 2016 and go on sale by early 2017. The car will ride on an all-new aluminum-intensive architecture and is likely to be offer Mercedes-Benz/AMG V-8 engines as a result of a new partnership finalized late last year.

The DB9 successor will be the first of many Astons to use the flexible new platform and Mercedes-Benz/AMG-based powertrains, although unlike the current crop of AMs, the next-gen lineup will be markedly more distinct and more in line with Ferrari’s stable of exotics, says Autocar. The report also outlines some of the technology that could be shared between Mercedes and Aston Martin, including braking systems, a stereoscopic camera setup for advanced traffic functions, hybrid technology, and more.

The report also says that the huge investment Aston is pouring into its future products is earmarked for sports cars, including successors to the Vantage and Vanquish, but an Aston Martin SUV is not in the mix at this point and the future of the Rapide is hazy.

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Question marks also surround the DB9 successor’s name. The DB- prefix was first applied to Astons by the company’s postwar financial savior, Sir David Brown, and the number following the DB is traditionally retired with each all-new model. Will this one buck the trend and stick with DB9 or be called DB10? Time will tell.

2015 Chevrolet Colorado Order Options Leaked!

With the launch of the all-new Chevrolet Colorado (and its corporate twin, the GMC Canyon) approaching, more information about the mid-size pickup is surfacing. Thanks to the folks over at GMAuthority.com, we now have a list of all the single-order options (otherwise known as RPO codes) for the Colorado, and it’s a long list indeed.

Standouts in the option choices include an electric two-speed transfer case, an off-road suspension package, a locking rear differential, and front recovery hooks for when your off-roading ambitions exceed the available traction. There are plenty of other nifty features, like remote keyless entry, forward-collision alert, and an eight-inch color touch screen and navigation.

We already know that the Colorado will come standard with a 2.5-liter four-cylinder that makes 200 hp and 191 lb-ft of torque; an optional 3.6-liter V-6 makes 305 hp and 269 lb-ft. The base four-cylinder comes standard with a six-speed manual, while a six-speed automatic is found in the rest of the models. Extended Cabs get a six-foot two-inch bed while Crew Cab models offer either the five-foot two-inch bed or the six-foot two-inch bed; there will not be a regular-cab option. Rear-wheel drive is standard and four-wheel drive is optional.

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It would make sense that the GMC Canyon would offer the same list of options while possibly adding to it even more luxury-feature choices. Pricing remains a mystery for both the Colorado and the Canyon, but we expect that information to be announced closer to the pickup’s on-sale date later this year.

Race-Inspired Bentley GT3-R Is the Quickest, Most Expensive Continental GT Ever

When Bentley unveiled the second-generation Continental GT, many observers felt it looked too similar to its predecessor. And while, yes, it can take a second glance to tell the two cars apart, the latest model is much improved from a driving standpoint. Bentley cut some 140 pounds from the old car, and even more weight savings were realized by the introduction of an Audi-derived V-8 engine to complement the W-12. The V-8 is thus the driving enthusiast’s choice, and now the brand is taking it farther with the racing-inspired Continental GT3-R.

Output stands at 572 horsepower at 6000 rpm and 516 lb-ft of torque at 1700 rpm, which makes the GT3-R the most powerful car to pack the twin-turbo 4.0-liter V-8 to date. Bentley has culled a whopping 220 pounds from the standard GT, and says the GT3-R will sprint to 60 mph in a mere 3.6 seconds. It is the fastest-accelerating Continental GT ever, but we think it could be even quicker: Bentley claims a 4.3-second time for the Continental V8 S, but we achieved 3.9. Curiously, the GT3-R is also the slowest Continental, with an ungoverned top speed of “just” 170 mph due to its shorter gearing, according to the company. For those who might care, fuel economy is rated at 15 mpg.

The all-wheel-drive system incorporates the brand’s first torque-vectoring function; the tech should help this somewhat nose-heavy bruiser turn more smartly, and we expect it to spread to the rest of the GT lineup in short order. Other weapons in the GT3-R’s arsenal include a suspension retuned “for outright cornering ability” and a reprogrammed stability-control system. Power is transmitted through an eight-speed automatic. Carbon brakes and forged 21-inch wheels wrapped in high-performance Pirelli rubber underscore this Bentley’s serious mission, as does the ditching of the rear seats—this is strictly a two-person chariot.

The interior maintains a high level of luxury, albeit with sporty touches, and is lined with leather and faux suede upholstery and carbon-fiber trim. Green leather is used to accent the door panels, seats, dash, and center console. Outside, the front splitter, fixed rear spoiler, and highlighted character lines create an aggressive look that hints, we’re told, at even sportier things to come from the brand.

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• 2014 Bentley Continental V8 S Tested: This Gray Fox Can Bust a Move
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Pricing hasn’t been announced yet, but a company insider confides that the Continental GT3-R will be the dearest Continental GT by a significant margin. (Four years’ free maintenance will be included, though!) Just 300 will be built, and all will be prepped by Bentley’s motorsports division.

Armadillo-T electric vehicle concept folds up for easy storage

Michael Bay, your real-life Transformer has arrived. Sort of.

From postwar Packards to Beetles old and new, there are no shortage of cars that vaguely resemble the armadillo.

Yet none, so far as we know, have mastered the shelled mammal's impressive vertical leap -- and none possess that oh-so-armadillian trait, the ability to curl up into a little protective ball.

Not more than once, anyway.

Apparently finding this lack of armadillo-ness to be the main factor holding us back from a future of efficient transportation, a group of researchers from the Korea Advanced Institute of Science and Technology spent gobs of money on a very, very special prototype.

Yes, the Armadillo-T has hit the scene, and nothing will ever be the same. It doesn't jump, but according to the Wall Street Journal, the prototype EV starts off small (about the size of a smart car) and gets smaller, reducing its overall length to just 65 inches after parking. That means you can fit three of the neatly packaged parcels in the footprint of one standard parked car.

You might be wondering what happens if the car folds up with the occupant inside. A smartphone activation system is supposed to prevent that from happening, but the very nature of the transition from road-mode to storage-mode -- the rear of the vehicle flips up and to sit on top of, and partially enclose, the passenger pod -- means that locking your friend inside and initiating the transformation probably won't result in a busted spine.

And speaking of transformations, we guess the dual nature of the Armadillo-T technically makes it a capital-T Transformer, but its aesthetics -- and lack of weaponry -- leave us a bit cold. Maybe project leader Professor Suh's people could talk to Michael Bay's people and work up something more intimidating for Armadillo-T2: Production Version.

Anyway, forget about the car's golf cart-like looks and stance for a moment: This is (one more) prototype for a real, transforming car that has at least a ghost of a chance of entering production. Its mode of operation is different than the ones employed on the Renault Zoom concept MIT's Hiriko/CityCar project, which could possibly make it more viable to build and sell. At the very least, it's interesting to watch it in action.

Push the technology a bit further and there's no telling what'll happen: We imagine a family sedan that folds down to the size of a suitcase will remain out of reach, but maybe we can get an S-Class that tucks into a nice leather steamer trunk.

-- Graham Kozak

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Why we're not fearing the loss of moving parts in new cars

Switching from mechanical to electrical technology isn't a bad thing for people who love to drive. It's making driving easier and more fuel efficient.

Even though some car enthusiasts lament the creep of technology into cars, electronics replacing mechanical parts are nothing new. Think of power steering and how it has helped made driving easier and safer for decades.

More recently, electric power steering that uses electric motors to assist driver input instead of a hydraulic pump, as with earlier systems, has become common. EPS also saves fuel, because it runs independently of the engine's power and allows for start-stop systems that shut off the engine at traffic lights. 

But regardless of whether power steering was hydraulically or electrically assisted, drivers continued to have a direct mechanical connection to the front wheels. That is, until the first "steering-by-wire" system was recently introduced on a production vehicle, the 2014 Infiniti Q50. 

This means that the mechanical linkage connecting the front wheels to the steering wheels has been replaced with electronics. The advantages of steering-by-wire systems include advancements in stability control and that the steering ratio can be infinitely varied. 

But such arrangements also mean that there's no physical feedback or tactile "steering feel" for the driver, which is anathema to enthusiasts. Some complain that electronics are more prone to failure, although a fail-safe system on the Infiniti Q50 relies on a good ol' mechanical linkage if that happens. And remember the last time you flew on a commercial airline? The pilots were using steering-by-wire to control the plane.

Such systems likely are just the beginning of electronics replacing critical mechanical functions and parts on cars, and in a more obvious fashion than steering-by-wire.

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• 2014 Infiniti Q50: Bold moves made good

For example, Tesla wasn’t able to completely eliminate the door handles on the Model S for improved aerodynamics on the all-electric luxury sedan. Instead, the handles are flush with the body and pop out only when the driver approaches with the key. But Tesla does want to ditch the side mirrors on the Model X crossover that it plans to launch late next year.

The original Model X concept had cameras built into the doors that fed video displays inside the car. Tesla said that removing the side mirrors would reduce wind resistance and therefore increase efficiency and battery range. But the idea doesn’t adhere to the Federal Motor Vehicle Safety Standard 111 regulating rearview mirrors on cars.

When the Model X appeared at the Detroit Auto Show in January of this year, traditional side mirrors had replaced the cameras. But Tesla’s head designer, Franz von Holzhausen, recently said that the company is "still in talks with authorities to get the necessary permissions" to replace the side mirrors with cameras.

This isn’t an original idea, of course, or the first time technology from an automaker has gotten out ahead of the National Highway Transportation Safety Administration, which oversees automotive safety regulations. Audi’s R8 e-tron supercar concept included a 7.7-inch widescreen LED in place of the traditional glass rearview mirror.

The LED displays images from an always-on, wide-angle camera in a heated mount in the rear bumper. Audi used a special LED created by Samsung that provides a wider viewing angle than a traditional mirror does, and it doesn't need a backlight, so uses less power. Audi adapted the digital rearview mirror from its LeMans-winning R18 e-tron prototype.

Volkswagen also got rid of the side mirrors on the XL1, an ultra-efficient diesel-hybrid supercar that debuted at this year’s Geneva Auto Show and replaced them with two door-mounted cameras a lá Tesla. A writer for Automotive News drove the XL1 around VW's hometown of Wolfsburg, Germany, and reported that "relying on cameras was unsettling at first, but it worked fine" and pointed out "how useful night-vision side mirrors could be."

While some auto enthusiasts almost reflexively decry the advance of technology such as drive-by-wire and driver assist systems that take over in case of an accident, the majority of car owners embrace electronics if such systems make their time behind the wheel safer and easier.

Plus, you can't stop progress -- and in my opinion, that's a good thing. Otherwise, we'd still be wrestling with non-assisted steering.

Doug Newcomb has been covering car technology for more than 20 years for outlets ranging from Rolling Stone to Edmunds.com. In 2008, he published his first book, "Car Audio for Dummies" (Wiley). He lives and drives in Hood River, Ore., with his wife and two kids, who share his passion for cars and car technology, especially driving and listening to music.