Rides : CSR sharpens indoor and in-car navigation with SiRFstarV, SiRFusion and SiRFprimaII

It's been a while since we last heard from CSR, but that changed earlier this week, when the company unveiled its new SiRFprimaII and SiRFusion platforms, alongside its SiRFstarV architecture. According to the UK-based firm, both SiRFstarV and SiRFusion are designed to provide more accurate geographic data and enhanced indoor navigation capabilities across PNDs and other mobile devices. SiRFstarV, the logical follow-up to CSR's SiRFstarIV architecture, culls location data not only from GPS, but from Galileo, Glonass and Compass satellites, as well as a range of radio signals, accelerometers, gyros and compasses. All this information is fed to the user via the SiRFusion platform, which combines data from radio systems and sensors to provide constantly updated location graphics. Together, both SiRFstarV and SiRFusion promise to help users find their way around both indoor and outdoor locales, within an accuracy range of ten to 15 meters.

The SiRFprimaII platform, displayed above, is strictly geared toward in-car navigation and infotainment systems. This system combines a SiRFprimaII SoC and TriG RF multi-GNSS radio with CSR's Bluetooth and WiFi technologies to create a multimedia rich, touchscreen-based in-car environment. Geared toward both ODMs and OEMs, this hardware-software combo enables drivers to get more reliable navigation data, while allowing passengers to stream video, surf the web and manipulate everything via remote control. As for that SoC, it's powered by a 1GHz ARM Cortex A9 app processor, features an LCD controller for displays of up to 1280 x 720 resolution, and boasts a pair of 3D graphics and video accelerators.

 

Press Release

CSR Takes Location to the Next Level with SiRFstarV(TM), SiRFusion(TM) and SiRFprimaII(TM)

Seamless Indoor and Outdoor Navigation for Mobile Devices; Premium In-Vehicle Infotainment Features for Mainstream Auto Markets

SAN FRANCISCO, Nov 01, 2011 (BUSINESS WIRE) -- Locations & Beyond Summit -- CSR plc today strengthened its leadership in the mobile and automotive location markets, announcing the launch of its next-generation SiRFstarV architecture, the SiRFprimaII SoC auto infotainment platform and the SiRFusion end-to-end location platform. Introduced to top industry executives at the annual Locations & Beyond Summit, the new CSR offerings take location to the next level, with SiRFstarV and SiRFusion enabling exciting new products that significantly improve the user experience for a broad range of location applications used indoors and outdoors on mobile devices and SiRFprimaII significantly improving the auto navigation experience for mainstream consumers.

"Whether it's localised search, social networking, mobile promotions or an intelligent mobile assistant, location is rapidly becoming a fundamental contextual element for delivering relevant information from the cloud to people on the go. Regardless of where people are, indoors or outdoors, in their cars or walking about, more accurate and reliable location is essential to enhance the consumer experience with a broad range of applications," said Kanwar Chadha, Chief Marketing Officer for CSR and founder of SiRF. "Since 1995, our vision has been to deliver innovations that bring the benefits of location to mainstream consumers. With our SiRFstarV architecture and SiRFusion platform, we are breaking the barrier to providing a seamless location and navigation experience to consumers, both indoors and outdoors. Our SiRFprimaII auto infotainment platform is designed to enable a premium automotive navigation, entertainment and augmented reality experience that is affordable for everyone."

SiRFstarV Architecture

The SiRFstarV architecture introduces a new approach to location and navigation. Instead of relying solely on GPS to determine position, the SiRFstarV architecture gathers real-time information from GPS, Galileo, Glonass and Compass (when operational) satellites, multiple radio systems, such as cellular and Wi-Fi(R), and multiple MEMS sensors, like accelerometers, gyros and compasses. It then combines this real-time information with ephemeris data, mapping, cellular base station and Wi-Fi access point database information, and other cloud-based aiding information using the SiRFusion platform. By fusing all this data, the SiRFstarV architecture is able to take location and navigation to the next level, providing precise location and navigation indoors as well as outdoors.

CSR is demonstrating the SiRFusion platform on an early implementation of the SiRFstarV architecture at the Summit.

SiRFusion

A breakthrough innovation to enhance the consumer experience with indoor and outdoor location- and navigation-enabled applications, the SiRFusion self-learning, end-to-end location platform "fuses" multiple radio signals and sensor inputs to constantly provide extremely reliable and accurate location. Mobile products using SiRFstarV and SiRFusion will be able to make a seamless transition between outdoor and indoor navigation as people make their way through countries, cities, neighbourhoods, parks, shopping malls, convention centres, airports, train stations or other large structures while continuing to utilise a variety of location-enabled services and applications. Unlike other systems that require costly manual surveys to build and maintain a database of indoor Wi-Fi radio locations, the SiRFusion platform constantly updates its database automatically using crowdsourcing techniques.

"Our research clearly indicates that location has quickly gained traction with consumers as an essential contextual component for many of the applications they use and depend upon with their mobile devices," said Tim Bajarin President of Creative Strategies, Inc. "The SiRFusion platform will shine a bright light into what until now has been a location dead zone, and should attract a lot of attention from mobile device makers as a way to extend the usefulness of location into any indoor setting for the first time."

SiRFprimaII

The SiRFPrimaII auto infotainment platform brings the features of premium, location-aware in-vehicle infotainment systems to the mainstream market. It integrates a multi-GNSS location engine supporting GPS, Galileo, Glonass and Compass satellites to improve the navigation system performance in obstructed environments, Combined with SiRFDRive(R) dead reckoning software, the SiRFprimaII delivers seamless navigation experience whether driving in dense urban canyons or through tunnels or multistory parking lots. Its powerful new 3D graphics and video accelerators, ARM Cortex(TM) -A9 application processor and other key components bring the ultimate in navigation and entertainment experiences to mainstream consumers. Its graphics and multimedia capabilities are also designed to make new concepts like augmented reality practical for the mainstream automotive market. In-dash or on-dash, the rich multimedia, touch user interface and powerful computing capabilities of the SiRFprimaII SoC combined with CSR connectivity and audio technologies enable OEMs and ODMs to focus their limited resources on creating highly differentiated, feature-rich navigation and entertainment systems at competitive price points.

 

Press Release

CSR SiRFprimaII™ Platform Brings Premium Navigation and Infotainment System Features to the Mainstream Auto Market

Innovative Platform Supports Worldwide Satellite Systems, Robust Connectivity and Rich Visualisation

Locations & Beyond Summit, San Francisco, CA – 1 November 2011 – CSR plc (LSE: CSR; NASDAQ; CSRE) today introduced the SiRFprimaII auto infotainment platform, a comprehensive solution that raises the bar for the next generation of connected, location-aware in-vehicle infotainment (IVI) systems. The SiRFprimaII platform helps IVI makers reduce their product development, manufacturing and BOM costs and quickly bring the features of premium navigation- infotainment systems to the mainstream automotive market.

"Our vision is to enrich the mainstream consumer auto navigation experience, in-dash or on-dash. With its support for all global navigation satellite systems, robust connectivity capabilities and next-generation applications like augmented reality, the SiRFprimaII platform is a great step forward in that direction," said Kanwar Chadha, Chief Marketing Officer for CSR and founder of SiRF. "With today's simultaneous launch of the SiRFprimaII platform for the automotive market and the SiRFstarV™ and SiRFusion™ platforms for mobile devices, we are taking the mainstream consumer location experience to the next level."

The SiRFprimaII platform launch includes the SiRFprimaII SoC and TriG RF multi-GNSS (global navigation satellite system) radio, which together can support all global navigation satellite systems. As part of its system platform strategy, CSR is offering a comprehensive solution of pre-integrated and validated hardware and software that provides all the infrastructure necessary to bring navigation and a modern family room infotainment experience into the car. This comprehensive platform solution combines the CSR SiRFprimaII SoC and the TriG RF radio with the CSR8311™ Bluetooth® and CSR6031™ Wi-Fi® solutions and CSR Synergy™ integrating software to form the heart of a robust, touchscreen-based system that lets drivers navigate reliably and passengers entertain themselves with DVDs or streaming video, enjoy hi-fi stereo audio through speakers or wireless headsets, use a remote to control everything, connect their laptops via Wi-Fi and much more.

"The second-generation SiRFprimaII SoC and the new TriG RF front end form the nucleus of a pre-integrated hardware and software platform solution that embodies all our core competencies in location, connectivity and multimedia technologies and is designed to support the features and quality needs of our automotive customers," said Charlie Lesko, General Manager of the Automotive Business Area at CSR. "Our comprehensive platform reference design helps our customers reduce their product development time and cost and enables them to quickly bring innovative auto navigation and infotainment systems to market that are affordable for mainstream consumers everywhere."

The complete CSR platform solution is also supported by all the CSR location, connectivity and audio enhancement software, including aptX® high-fidelity wireless audio technology, CVC™ noise reduction and echo cancellation, SiRFInstantFix® and SiRFDRive® location advances and more.

SiRFprimaII SoC

Utilising 40nm CMOS process technology, the CSR SiRFprimaII SoC combines a powerful application processor, multi-GNSS baseband location processor, DDR3 and NAND flash memory controllers, analog power management functions, superior audio codec, hardware accelerated full 1080p HD multimedia decoding, hardware 3D graphics acceleration, LCD touchscreen controller for displays up to 1280 by 720, PHY/UART/GPIO interfaces and more in a single package.

The powerful ARM Cortex™-A9 application processor, running at speeds up to 1GHz, delivers more than twice the throughput of the original SiRFprima device, providing plenty of muscle to run the latest navigation, entertainment, communication and information apps. And with three to four times more powerful graphics and multimedia acceleration compared to the first generation, the SiRFprimaII SoC delivers crisper, smoother operation for a more pleasing user experience and enables emerging technologies like augmented reality.
TriG RF Multi-GNSS Radio

Utilising 40nm CMOS process technology, the TriG RF front-end global navigation satellite system (GNSS) radio is an advanced multi-GNSS solution that improves the location and navigation performance of SiRFprimaII and other CSR auto navigation SoCs. Supporting all currently planned global navigation satellite systems, including GPS, Glonass, Galileo and Compass (when operational), the TriG RF radio's multiple GNSS positioning technology is designed to take advantage of these satellite systems to improve position availability and accuracy at low cost.

Availability and Pricing

The industrial-grade SiRFprimaII SoC and TriG RF radio devices are available now for products slated for manufacturing starting in 2012, and auto-qualified parts are planned for 2013. An evaluation board and form-factor reference design are available, including board-support packages, for the Android™, Microsoft® Windows® CE and Linux GENIVI operating systems. Please contact CSR for pricing information.

Rides : Fifth Gear puts Audi RS3 vs. BMW 1M

In the last episode of the Fifth Gear, (Season 20 Episode 2) Tiff Needell and the ex-British Rally Champion Mark Higgins have put the Audi RS3 and the new BMW 1M on the race track.

So let’s see who is better…
The Audi RS3 is powered by a 2.5-liter five-cylinder engine producing 340 horsepower and 332 ft lbs of torque. Power is transferred to the ground by all four-wheels using Audi’s Quattro system and a 7-speed S-tronic direct-shift transmission.
There’s no programmed torque vectoring.
Compared with your garden-variety A3, the RS is lower and has a wider front track, and its front tires huddle under specially flared fenders fashioned from beautifully finished carbon fiber.
The RS3 requires 4.6 seconds to accelerate from 0 to 62 mph (100 km/h) and is limited to a top speed of 155 mph (250 km/h). It starts at £39,930 (OTR).
On the same time, the BMW 1M has a 3.0-litre straight-six engine that produces the exact amount of power like RS3 – 340hp. The difference ( one of many ) is that the 1M is a rear wheel drive car. At 335 horsepower, the twin-turbo six is way out of the M3’s 414-hp league, but makes up the difference with stacks of torque from 1,500 rpm to 4,500 rpm, peaking at 332 lb/ft — 37 lb/ft more than the M3.
The car is electronically limited to 155 mph (250 km/h) top speed. There is an M Drive button that activates a quicker throttle response program.
Anyway enough with the techy data … let’s what these cars are capable of …

Rides : 2012 Kia Soul

Front Runner Improves On All Fronts

Vital Stats

Engine:

2.0L I4

Power:

164 HP / 148 LB-FT

Transmission:

6-Speed Auto

Drivetrain:

Front-Wheel Drive

Curb Weight:

2,778 LBS

Towing:

NR

Seating:

2+3

Cargo:

19.3 / 53.4 CU-FT

MPG:

26 City / 34 HWY (MFG)

MSRP:

$19,600 as tested

The Kia Soul certainly didn't need a refresh. With more than 10,000 units flying out of showrooms each month and a growing list of awards and accolades under its belt, the Korean automaker's boxiest compact is a success story regardless of the angle.

Yet, after just two model years, Kia has invested significantly in its little four-door. Emerging at the 2011 New York Auto Show earlier this year was this considerably updated 2012 Soul sporting a freshened look, innovative new technology and two new powertrains.

These aren't maneuvers from an automaker scrambling to play catch-up. Rather, these are the actions of a company not satisfied with being merely competitive in this important youthful segment. Kia doesn't want to play. Kia wants to win.

Last week, we crossed the expansive Pacific Ocean to get an early drive of the vehicle that promises to leave many Scion xB, Nissan Cube and Honda Fit engineers flustered - scratching their scalps - wondering how to close the gap.

Last year, Kia offered four different Soul models: Base, +, ! and Sport (to simplify, we will call them – as Kia also does – Base, Plus, Exclaim and Sport). The Sport model, with its more firmly tuned suspension and unique cosmetic touches, has been dropped for 2012. No worries, as the remaining three models roll into showrooms this fall with a host of improvements that will have you forgetting this discontinued sibling.



The exterior of the updated 2012 model sports a completely redesigned front and rear fascia with a lot more character. The nose has been brightened with new multi-reflector headlights on the Base and Plus models, and projector beam headlights with LED running lamps on the Exclaim model. There are also larger and more prominent fog lamps on the lower front bumper of both. At the rear, the lower position lights have been pushed outward and LED taillights are fitted to the Exclaim model. Outside mirrors have been redesigned, with integrated turn signals on the Exclaim. There are new 16- and 18-inch alloy wheel designs (and new covers for the steel wheels on the base model). Lastly, the tires on the range-topping Exclaim have grown slightly in width from 225/45R18 to 235/45R18.

The interior features a new gauge cluster, a redesigned center stack and a new transmission console. The materials and upholstery have been upgraded and there are no fewer than 14 different storage areas. There are standard USB and AUX input jacks on the center console offering full iPod controllability through the standard audio head unit. Audiophiles on a budget will appreciate the standard Infinity audio system with 350 watts on the Soul Acclaim (optional on the Soul Plus). With an external amplifier, it blows through seven speakers including a subwoofer. A rainbow of colored lights accent some of the speakers, beating to the music or just creating mood illumination.



Interior and exterior improvements aside, the biggest news for the 2012 Kia Soul is purely mechanical. As was the case last year, the Soul will be again offered with two different inline four-cylinder engines and a choice between manual and automatic transmissions. However, both engines - and both transmissions - have been replaced with newer, more powerful and more fuel efficient units.

Replacing the outgoing 1.6-liter engine (rated at 122 horsepower and 115 pound-feet of torque) in the Base model is a new gasoline direct-injected (GDI) 1.6-liter rated at 138 horsepower and 123 pound-feet of torque. Last year, that engine was only offered with a five-speed manual transmission. This year, Kia is offering consumers a choice between a new six-speed manual and a new six-speed automatic transmission. Replacing the outgoing 2.0-liter "Beta" engine (rated at 142 horsepower/137 pound-feet of torque) in the Plus and Exclaim models is a new 2.0-liter "Nu" engine rated at 164 horsepower and 148 pound-feet of torque. Mirroring the gearboxes choices for the smaller powerplant, the engine is offered with two six-speed transmissions.



The horsepower is a welcome addition and makes the Soul the most powerful in its segment when compared to the Scion xB (158 horsepower), Honda Fit (117 horsepower), Nissan Cube (122 horsepower) and Scion xD (128 horsepower). Modern six-speed gearboxes are also a rarity among its peers, many of which still only offer five-speed manuals and four-speed automatics. In addition to improving acceleration and drivability, the transmissions are more efficient than their predecessors. According to Kia, and regardless of transmission choice, the 1.6-liter will deliver 27 mpg city and 35 mpg highway while the 2.0-liter is good for 26 mpg city and 34 mpg highway - both engines burn regular unleaded fuel. Later this year, the automaker will offer an Eco Package, with Idle, Stop & Go (ISG), which is Kia's nomenclature for start-stop technology, along with low-rolling-resistance tires. The package promises a three percent improvement in the EPA's city cycle.

Driving from a golf resort on the Sea of Japan on Korea's east coast back to Seoul gave us plenty of time behind the wheel of the refreshed four-door. Our route to the country's capital started with open highways and ended in stifling city traffic (with a population of nearly 25 million, this metropolitan area is the world's second largest). While the traffic was bearable, and expected, the new glass-smooth toll highway cutting through countless mountains was a pleasant surprise. Koreans have mastered the art of the tunnel, as was evident as we zoomed through dozens of well-illuminated concrete tubes on our route westward. Unfortunately, the quickest way through a mountain is in a straight line so the only glaring omission on our test route was... um, corners.

Our six-foot, two-inch frame fit comfortably within the Soul Plus 6 A/T model (2.0-liter) with plenty of headroom to spare. The seats lack significant side bolsters and adjustable lumbar support, yet they recline, slide and are height-adjustable to fit most everyone. Outward visibly is good, and the new gauges and switchgear layout is logical. A telescoping steering wheel is also standard. Second-row passengers have plenty of legroom and good outward visibility. As is the case with the front seats, second-row seat cushions also lack hip-holding bolsters, but that design allows their 60:40 split to fold nearly flat to accommodate oversized cargo without drama. The seats fold quickly, too, by lifting a release easily accessible from the second row or the rear hatch.



The Soul is a competent mile crusher. Traveling mostly in caravan (we don't speak Korean, so it was for our own good) we kept the speedometer in the 60 mph range most of the time, and the ride was amazingly quiet thanks to Kia's focus on reducing noise, vibration and harshness (NVH). Hood insulation is now standard and there is a thicker dash insulation panel. Furthermore, the Soul is fitted with a new A-pillar noise absorbing pad, new exhaust silencers, vibration dampers, and vinyl sealing on the door trim. Soul Plus and Exclaim models also receive an added sub-frame dynamic damper to further reduce unwanted drone from the engine and tires. We have driven countless sport sedans at triple the cost that roar louder than this sub-$20,000 compact.

Acceleration is decent from a standstill, but still unimpressive on the highway when gearing and aerodynamic drag is working against it – despite the power increase. The six-speed automatic capably keeps the engine in its power band and it climbs grades without wheezing, but there isn't much on tap in the reserve bucket. Of course, the competition is every bit as lethargic, yet unable to deliver the same impressive efficiency. According to Kia, the Soul is geared to provide quickness around town while maximizing fuel economy during highway cruising. Given that approach, we feel they accomplished both of their mission objectives.



With a base curb weight of just 2,615 pounds (the heaviest Soul, the Exclaim with the automatic transmission, tips the scales at only 2,778 pounds) and a well-sorted MacPherson strut front and rear coupled torsion beam suspension, the four-door is agile but not sporty. It shoots lane-to-lane without drama, but it isn't tuned to hang with anything more competent than a Volkswagen GTI above 20 mph. The electric power steering is new for 2012 and its lack of accessory drag contributes to the improved fuel efficiency. The steering, in both feel and weight, is light but not overly boosted. Again, this is an economy car and not a track star.

The standard four-wheel disc brakes (a feature not found on most of the Soul's competitors) assure surefooted stops without drama. Anti-lock brakes and Vehicle Stability Management (VSM) are now standard - and mandated by the U.S. Government - but Hill-start Assist Control (HAC), which prevents the vehicle from rolling backwards on an incline, is a welcomed standard bonus across the model range. The spare tire has been dropped in favor of Tire Mobility Kit (TMK), a move that saves weight and lowers cost, but it still raises our eyebrows each time we come across it. On the bright side, there is now a handy storage compartment in its void.



There was a time, not too long ago, when 60 minutes in a subcompact would leave passengers with ringing ears and stiff joints. The refined Soul counters this preconception with not only a comfortable ride, but a well-appointed cabin chock full of infotainment. The goodies include the aforementioned Infiniti audio system and an UVO (powered by Microsoft) entertainment and communications center. In addition, Kia also now offers a navigation system with Sirius XM Traffic and a generous seven-inch touchscreen. It all adds up, and after spending three hours in the Soul, you will emerge no worse for wear and likely whistling your favorite tunes. We did.

Last year's Kia Soul was liked by most, but often criticized for its ride quality and cabin noise. Kia has listened. The significantly-updated 2012 model delivers the ride and NVH improvements that its predecessor was lacking plus a thoroughly revised powertrain enhancing both drivability and fuel economy. Add in the standard 10 year/100,000-mile warranty, a Top Safety Pick rating from the Insurance Institute for Highway Safety and enough electrical innovation to keep even the most tech-savvy consumer interested and the Soul shouldn't just be a contender in this boxy compact segment... it should be considered one of the top finalists.

Rides : Audi A7 3.0T takes on the Mercedes-Benz CLS550

Which Is Better Depends On Where You're Sitting

"This car has an identity crisis. The aggressive exterior, brash exhaust note and firm ride say 'sport,' but the interior screams 'grandma!'"

The decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions.

Strong words, especially when they originate from a stranger named Stephen sitting in the back seat of the $80,995 Mercedes-Benz some 80 miles from where we picked him up. The 31-year-old real estate broker and five other industry outsiders were invited to spend the day with Autoblog to help us compare the 2012 Audi A7 3.0T to the 2012 Mercedes-Benz CLS550.

These two vehicles have met head-to-head before, but not on these pages. To make things a bit more interesting, the decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions. The unique comparison would require each of the vehicles to carry 700-plus pounds of passengers comfortably from the flatlands of the hot LA Basin up to the cool mile-high elevations of Big Bear Lake and back. The winner would be determined by a simple vote.

As this task called for six warm bodies willing to be chauffeured 160 miles over a long afternoon, Autoblog's Facebook page was enlisted to recruit. Within 24 hours, we had our six smiling volunteers fingered.

Our randomly chosen readers ranged in age from 22 to 35, and in occupation from a college student to a working professional environmental scientist. There were five men and one woman, each with a strong automotive passion and a willingness to hang with us for nearly six hours in exchange for some ice-cold bottled water and a free hot lunch. Our players:

· Alex, a 22-year-old student
· Erick, a 26-year-old graphic designer
· Ian, a 27-year-old information technology expert
· Lisa, a 35-year-old product specialist for an automotive manufacturer
· Manjul, a 32-year-old environmental scientist
· Stephen, a 31-year-old real estate broker

Fellow Autoblog scribe Jeff Glucker and I would be tasked with driving. The plan was to break into two groups of four that would each stick together for the duration of the review. We'd pull over every 30 minutes or so and everyone would swap vehicles - think of it as a modified Chinese fire drill, but with two cars.

To vary the driving environment as much as possible, everyone met at an In-N-Out Burger in Glendora (elevation 774 feet) at the foothills of the Angeles National Forest. Our route would take us across the LA Basin on freeways to the foothills of the San Bernardino National Forest. At that point, we would climb up the mountain to Big Bear Lake (elevation 6,750 feet), take in the scenery and eat lunch. Our return trip would trace our steps in reverse. Mother Nature had her own agenda, but more on that in a moment.



The Mercedes-Benz CLS550 is the veteran in this comparison. Credited with starting this whole "four-door coupe" segment back in 2004 when it was a knocked-off the W211 E-Class platform, the second-generation four-door (it has a conventional trunk) shares underpinnings and engine choices with the latest W212 E-Class. Sleekly styled with an aggressive facade, the four-passenger CLS550 is fitted with bright LED lamps at all four corners. It looks as modern as a Boeing 787 Dreamliner when it flies by. Under its hood is a new direct-injected twin-turbocharged 4.7-liter V8 rated at 402 horsepower and 443 pound-feet of torque. Power is sent to the rear wheels through a wet seven-speed automatic with steering wheel-mounted paddle shifters for manual control. The suspension is independent at all four corners, with cockpit-adjustable air springs. Completing its performance package are four-piston brakes in the nose and single-piston units out back, all clamping down on cross-drilled rotors to slow down a set of staggered 19-inch wheels and Pirelli P Zero tires (255/35-19 up front and 285/30-19 in the rear).



The Audi A7 3.0T is the fresh new face in this pair up. Internally designated Type 4G, the first-generation five-door (it has a large rear hatchback) was introduced less than a year ago to worldwide acclaim. Sharing underpinnings with the MLB-based (Modularer Längsbaukasten) A6, the four-passenger A7 is even more beautiful in person than it looks in any picture. Under the aluminum hood is a direct-injected supercharged 3.0-liter V6 rated at 310 horsepower and 325 pound-feet of torque (ignore the odd "3.0T" nomenclature because this engine is not turbocharged). Power is sent to the automaker's Quattro all-wheel-drive system through a wet eight-speed automatic with steering wheel-mounted paddle shifters. An independent multi-link suspension, with fixed sport dampers, controls body movement and unnecessary roll. The brakes are four single-piston calipers actuating on ventilated rotors inside optional 20-inch wheels. The square tire setup puts the same size Yokohama Advan Sport (265/35-20) at each corner.



The price advantage goes to the Audi. Its base MSRP of $59,250 was bumped up with a Premium Plus and Sport package adding the navigation and 20-inch wheels, among other things. The A7's bottom line was $66,220 including destination. The Mercedes started with a base MSRP of $71,300. It was fitted with options including the P01 package, 19-inch alloys, active driver seat, rear side airbags, split-folding rear seats, parking assist, lane keeping assist, blind spot assist and a wood/leather steering wheel. The must-have equipment bumped the sticker price to $80,995 including destination.

We decided early in the game that the price difference, while large, wasn't significant enough to detract a buyer from either model – if you've got the means to spend $66,000 on a car, bumping up to $80,000 probably isn't too much of a stretch. (On a more grounded note, consider the percentage equates to the same dollar gap between a mid-grade Kia Soul Plus and a well-equipped Soul Exclaim.)

These German automakers have each taken slightly different approaches to the rear accommodations in their four-passenger coupes.



The Audi's two front seats are identical to each other. Easy to slide onto, they are slightly bolstered with shallow bottom cushions that are surprisingly soft. The Mercedes-Benz, on the other hand, has an upgraded driver's seat with active bolstering and massage features (the front passengers make due with a standard 14-way power seat). While nobody complained about comfort in the front seats of the A7, switching quickly to the front seats of the CLS550 was a wake-up call. "I thought the Audi was comfortable. The seat isn't overly bolstered, the leather is soft and I can adjust it to my exact liking. Moving into the CLS550, however, is like trading a water bed for a Tempur-Pedic. Sure, the active bolsters get tiring after time, but turn them off and hit the massage switch and all is forgotten. After I got out of the CLS, I felt guilty for not tipping," said Autoblog Editor Jeff Glucker. "CLS seats were amazing," added Ian.

Our volunteers had a lot to say about the rear seats, mainly because they spent a lot of time back there. They particularly pointed out how the sharply sloped roofs and jutting seat bolsters made ingress/egress difficult. The CLS550, the most dramatically styled of the two, was singled-out first. "I had trouble getting in and out of the Mercedes... I hit my head twice. I had no such problems with the Audi," noted Manjul. Alex took the words out of most everyone's mouth when he stated, "It took something of a conscious effort not to bump my head every time I got in or out of the car." His comments seemed not only directed at both of the test vehicles but all four-door coupes on the market today.

The Mercedes-Benz CLS550 is noted for its wood/leather steering wheel and a full rear storage console

The Audi A7 features exposed grain wood trim and an open compartment between the rear seats

The center rear seat in the Audi has been replaced by a hard and rather useless storage compartment - but someone theoretically could sit on it (without a seatbelt) in an ill-advised pinch. On the other hand, the rear seat of the Mercedes is fitted with a more extravagant full center console. Not everyone was impressed. "I didn't like that the center console in the Mercedes took away any possibility of a fifth passenger, even if it would only be a child. It went all the way to the floor dividing the entire back seat in half," noted Lisa.

Center consoles aside, our rear-seat passengers generally preferred the Audi over the Mercedes. Like the front seats, the Audi rear seats were less bolstered and the cushions softer. Alex, at five-foot eight-inches tall, was the lone exception. "The headroom was adequate for me because I'm not that tall, but if somebody even two inches taller were sitting back there they'd almost certainly be hating life." And, despite the fact none of our six volunteers were over five-foot eleven-inches tall, they did complain. "The A7's back seat felt small and very uncomfortable," said Ian, one of the tallest in the group at five-foot eleven-inches. Alex added, "Anyone taller than five-foot nine-inches shouldn't even try." Majul, at five-foot seven-inches tall, also found problems with the rear head restraints in the CLS. "I tried adjusting myself in the seat but the headrest is nowhere near my head. It was the right height but not in the position that supported the back of the head," he said frustratingly.

With everyone safely buckled into their seats, Jeff and I fired both engines and pointed the cars east towards Big Bear - we noted the mountains were masked by towering monsoon-fed cumulus clouds.

Motor Trend recently tested these identical vehicles and clocked the Mercedes-Benz CLS550 to 60 mph in a blistering 4.3 seconds. The Audi A7 3.0T also performed unexpectedly strongly, busting through the same acceleration benchmark in just 4.7 seconds (while noting most other A7's do it in 5.3 seconds). However, that was with one test driver on board. Our test cars were not only topped-off with fuel but we were flying with a full cabin, as they say in the airlines.

Seated in the CLS, I set the transmission to Sport mode for a first-gear start and floored the accelerator. The twin-turbo V8 under the hood of the Mercedes seemed only slightly annoyed with the added mass as it pulled strongly off the line and forced all four of our heads against the leather restraints. The Audi was a bit more taxed and burdened with the heavy passenger load, but its smooth-shifting eight-speed automatic kept it in the race several car lengths back as Jeff floored it up the onramp in pursuit.

Both vehicles were very competent highway cruisers, but far from flawless. The CLS has both Sport and Comfort suspension settings. I preferred Comfort for nearly all conditions, finding Sport simply too harsh. My passengers, watching the radar detector bounce violently on its mount while in Sport, agreed. The A7 has Dynamic and Comfort modes for its suspension, but the differences are very subtle – since nobody had brought along a seismograph we were left stumped by the difference.

The CLS550's twin-turbo V8 produces 402 horsepower and 443 lb-ft torque

The A7's supercharged V6 produces 310 horsepower and 325 lb-ft torque

Road noise is an issue in both vehicles. Huge tires be damned, as the summer compound slaps down on the grooved pavement reverberating through the passenger compartments of both vehicles. "I was really surprised by how much road noise was transmitted into the cabin of a car costing this much. I drive a 2003 Subaru with a loud exhaust, so my standard for peace and quiet is pitifully low. Our car was equipped with 20-inch wheels and summer rubber, so I'm sure that explains some of it... but still," Stephen sighed, while riding in the Mercedes.

Yet there are plenty of distractions to keep tire noise at the back of your mind. All occupants, including your Autoblog editors, agreed that the Audi took all the honors when the subject was on-board navigation and infotainment. It was impossible for the CLS550's seven-inch fixed display to compete with the A7's slightly smaller, but Internet-enabled, pop-up display in terms of graphics and content delivery. With its own T-Mobile data plan, Audi has not only integrated real-time Google Maps and search features into its system, but it has the capability to deliver WiFi to eight devices within the vehicle simultaneously. Everyone found the Audi's MMI interface more self-explanatory and appealing when compare to the COMAND system on the Mercedes. "Audi is much more stylish, and the infotainment interface is more user-friendly," said Lisa rather succinctly.

"I was blown away by the A7's navigation unit. The trick pop-out screen was cool, if a little gimmicky. Its integration with Google Maps was very well done, especially the topography. It also displays the posted speed limit, if you are into that sort of thing," commented Alex. "The first thing I did when getting in the back seat was hook up my iPhone to the A7's WiFi signal. In my opinion, the navigation system in Mercedes has always lagged behind. As someone who is into the latest-and-greatest in the tech world, this is a deal-breaker," mustered Lisa. "The A7 is akin to driving around with a portable Genius Bar plucked from an Apple store," said Editor Glucker, who didn't hold his punches. "Staring at the radio of the Benz reminds me of a dusty HAM radio. The map displayed by the Benz would have been great if navigation came standard on a 1989 560 SE. Meanwhile, we're not looking at a map in the Audi... we are looking at the actual earth, courtesy of Google."

The Mercedes COMAND multimedia system falls short on innovative technology, but it is easier to use

Audi's MMI is Google-enabled and broadcasts WiFi thanks to the vehicle's own 3G connection

After 30 minutes of near-straight freeway driving at speeds of about 75 mph, it was time to head into the mountains. The weather went from sunny and hot, to wet and cool.

Steady rain, and a long chain of weekend traffic heading up the hill, kept our speeds low as we followed the mountain's contour climbing towards the lake. Realizing hydrated passengers are happy passengers, I had brought along a cooler full of ice and 16.9-ounce water bottles. While the insulated chest was strapped tightly into the trunk of the Mercedes with tie-downs, the passengers were forced to find places to store their bottles. The cup holders worked well up front, but passengers in the rear did a lot of grumbling. The average-sized cup holders held firmly in the Audi, but gave most everyone headaches in the Mercedes. "As for the cup holders on the CLS550, the test bottles did not fit. Even on the highway at speed, a slight change in direction basically made them fall out. I ended up putting the test bottles in at an angle to hold them. Audi's bottles held up going up the canyon roads and never did move. It's a better designed cup holder. The Audi had a spring loaded clip that would close to the minimum position and would spring out to fit larger cups, kinda like fingers holding a cup," noted Manjul.

Jeff and I noticed that the Audi's standard Quattro all-wheel drive made a difference in the rain. Not as much on the high speed sweepers as it did around town - most obvious when launching from a standstill. The muscular Mercedes would just start to spin a rear wheel off the line before its traction control would immediately kill the fun, making for some "oh-crap" moments when pulling into traffic. The Audi, on the other hand, was able to manage its grip and put the power down even on wet pine needles. (The just-launched CLS550 4Matic, with permanent all-wheel drive, would have been an equalizer under these conditions, though more expensive still.)



After lunch, the clouds cracked open and rays of sun dried the road. It was the opportunity for Jeff and me to push the cars a bit harder. The CLS550 was the muscle car, delivering effortless thrust accompanied by an exhaust note that put smiles on everyone's face. The A7, on the other hand, was challenged to keep up and its exhaust note muted. "The A7 sounds pretty good when you rev it, but nothing like the Benz. The relative lack of exhaust tone in the Audi isn't a strike against the car itself - it wouldn't dissuade me from buying one - but it doesn't stack up to the music that was coming from the CLS engine," said Alex. "The CLS exhaust from the back seat is perfect," Ian agreed.

At altitude, and with all seats occupied by adults, the A7 was working hard. Stuck behind a slow car, but with a clear passing zone, the supercharged 3.0-liter didn't give me enough confidence to try the pass - the CLS550 would have taken it with ease. The engine in the Mercedes was strong, but I did find frustration with its seven-speed automatic transmission as it seemed more likely to unnecessarily hunt for gears. This was most apparent when compared back-to-back against the smooth eight-speed automatic in the Audi.



Editor Glucker was just as impressed with the performance of the Benz. "It's hard to argue with the 4.7-liter mill mounted under the hood of the CLS550. In fact, you don't want to try and talk over it, because it's more enjoyable just to listen to it. Mean and low, the Mercedes rumbles like a tough guy in a tux. It pulls hard through the majority of the rev range. Audi's powerplant is a totally different animal, yet it is one that fights above its weight class. There is no supercharger whine, or grumbling exhaust note to speak of, but there is a wonderful application of power. Down 92 horses to the mighty Mercedes, the Audi somehow manages to feel nearly as quick. The quattro all-wheel-drive system certainly plays a major role, but I'm still a bit flabbergasted that a car this heavy manages to get along so well with just 310 horsepower."

The passengers relegated to the back seats, and getting tossed around like rag dolls in the process, preferred to ride out the twisty sections in the Audi. "On top of the mountain, the [CLS's] air suspension in the rear was constantly correcting for the car into the turns. I could hear it and while it wasn't bad the fact is that it felt like the sinking Titanic. Go into a fast left-handed turn, the car would sink on the right and then bounce up a bit to stabilize the rear. That's what made me seasick. The Audi did not have that feeling," said a woozy Manjul. He wasn't alone in his queasiness, as Erick agreed with him, "I noticed that sitting in the back of the Mercedes made me feel a little nauseous compared to sitting in the front... sitting in the back was very bouncy for me."



Reaching the base of the hill meant another 30-minute trek on flat 70 mph freeways. Not only did it give Manjul's stomach a chance to settle, but it allowed everyone time to think and compose their thoughts about each vehicle before we arrived back at our familiar In-N-Out parking lot.

A quick check of the trip computers revealed 152 fresh miles on the odometer. The Mercedes-Benz CLS550 returned 20.5 mpg calculated by its trip computer (against an EPA fuel economy rating of 14/21). The Audi A7 3.0T delivered 21.6 mpg over the identical route (against an EPA rating of 18/28). Everyone considered both figures very impressive when the payload, driving route and power output of each engine was factored in. The fuel economy numbers were also further proof that the Mercedes wasn't working nearly as hard as the Audi.

Our chauffeured volunteers, who spent five long hours without ever touching an accelerator pedal, were split four-to-two on their favorite. Lisa, Manjul, Stephen and Erick preferring the A7, while Ian and Alex - two of our younger guests - chose the CLS550.

Bold analog gauges and a prominent start button are features of the Mercedes-Benz CLS550 interior

Impeccible detail, rich materials and a traditional shifter highlight the Audi A7's interior

Stephen, who was in the Audi camp, couldn't look past the CLS550's styling, both inside and out. "The interior of a car sets the tone in which it's driven. In this case, we've got a whole lot of contradiction. The exterior styling advertises this as a car for the moneyed life of the party and the exhaust note will put your stoplight neighbors on notice. Sadly, the cabin makes it nearly impossible to fulfill either of those prophecies. I cannot imagine sitting in the driver's seat and pushing that car hard. Such a lack of cohesion and display of disorder isn't just surprising in a German car, it's practically shocking."

Ian, who was on team Mercedes, had a contradictory view. "I enjoyed the Benz in almost every way over the Audi. I thought the seats were more comfortable and had more options, the ride when needed felt sportier, and when not needed felt more plush and subdued. The engine, while recognizing the Audi was down on horsepower, just felt stronger and more linear in the Benz. The Audi's only redeeming factor in my mind was its GPS."

The two Autoblog drivers, tasked with preserving life and limb of the valuable cargo, were also split. Jeff liked the A7, while I was mesmerized by the CLS550.



"On paper, the Mercedes-Benz CLS550 is a clear winner," said Jeff. "More power, rear-wheel-drive dynamics and the world-class luxury that comes with a big Benz. But this fight is Rocky verses Apollo Creed. Despite the power difference, the Audi managed to keep up on our canyon jaunts. The A7 is an absolute stunner in the exterior styling department and the interior gadgetry should make a Benz owner throw up for spending so much more. I also feel Mercedes should give up the copycat LED daytime running lights because Audi has clearly perfected them. If I were in the market for a four-passenger luxury sports sedan in this price range (let's quit calling them coupes), I would certainly consider both of these cars. Then I would take my first sip of coffee, buy the Audi, a new set of golf clubs, some aftermarket wheels, and put the rest of my cash into a high-yield mutual fund."

The Audi is undeniably sexy and its technology cutting-edge, but your author finds it impossible to overlook the twin-turbocharged 4.7-liter under the hood of the Mercedes. Mountains of torque rocket the four-door off the line with a squeal and it doesn't seem to ever run out of steam. While I am a tech-geek, the callous rumble of a refined V8 combined with hip-hugging seats and a thick steering wheel made me forget all about the Audi's Google-infused navigation system and eye-candy display. Sure, the Audi was quick in the corners, but the Mercedes is so much more fun to drive. If offered the choice, I'd grab the key fob to the CLS550 faster than you can say "managed collective investment," point the three-pointed star towards Vegas and go hang with the high rollers.



In the end, five votes went to the Audi A7 3.0T while the remaining three votes fell on the Mercedes CLS550 – the A7 owned the win.

The Audi's victory is surprising, but not completely unexpected. Many of us in the driver's seat automatically assume horsepower and a well-sorted chassis will dominate a comparison. This time, with all seating positions contributing a ballot, it was innovative technology and ride comfort that hoisted the leader to the podium.


Battle of the Four-Dour Coupes

The Audi A7 is simply gorgeous, both inside and out. Toss in a very competent supercharged V6 and the all-weather capability of Quattro all-wheel drive and the stunning four-door just may be one of the world's finest all-around vehicles. While down on horsepower, the A7 captured the win thanks to its passenger-friendly cabin and innovative technology - qualities that matter to all occupants, not just the driver.

The Mercedes-Benz CLS550 established the four-door coupe segment, so it finds itself in a defensive position against the newcomers who take carefully aimed shots at the veteran. The CLS550 is a driver's car, from the throaty V8 and rear-wheel drive powertrain to the cross-drilled multi-piston brakes. Those excellent attributes, however, don't change the outlook to those left staring out the window from the rear seats.