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Ward's Automotive Ten Best Engines of 2014 dominated by diesels, turbos

With the Car and Driver Ten Best decided, the North American Car and Truck of the Year finalists announced and Cadillac, Ram and Subaru chalking up wins with Motor Trend, it's fair to say that the automotive awards season is in full swing. The next set of trophies to be handed out will be from Ward's Automotive, which has announced the winners of its 2014 10 Best Engines.
The latest contest was marked by the widespread emergence of diesel power and the continued success of turbocharged engines. There was even an electric motor on this year's list. In fact, only three of the ten winners were naturally aspirated and only two winners returned from last year.
"We weren't looking to throw the bums out, as they might say about an election. We were just really impressed with the flood of new powertrains," said Ward's Automotive Editor-in-Chief Drew Winter. Those new powertrains include the 83-kilowatt electric motor from the Fiat 500e, the 1.0-liter, EcoBoost three-cylinder from the Ford Fiesta and the 2.0-liter turbodiesel from the Chevrolet Cruze.

Listen, the Type R and the WRX STI don't look alike. Here's why.

So following the reveal of the new Honda Civic Type R, we've seen quite a few commenters issuing all kinds of accusations about the Type R looking like a WRX STI. And you know what? They're right. Both cars have four wheels, four-passenger doors, big wings, and scoops. In all seriousness, aside from a passing similarity because they're both flashy sport compacts, they really don't look alike. Let's start with the front and the profile. These areas are technically the most similar, since both cars feature high beltlines and have lower fascias defined by large inlets and a deep chin spoiler. And admittedly, the little kick-ups on the lower rear portion of the side windows are reminiscent of each other. But that's where the similarities end. Up front, the grille is by far the clearest indicator that the Honda is most certainly a Honda. The wide "blade" shape that spans the nose from light-to-light is unmistakably from the company that gave us VTEC. After all, just about every Honda today uses some form of that grille. The Subaru, on the other hand, has a traditional grille that is distinctly separated from the lights. It's not a bad thing, Subarus have had rather anonymous designs in the past, and we've still liked them. It's a Subaru thing. Moving to the scoops, we find more differences. For once, the Type R is more restrained, with a small, low-profile inlet far back on the hood. It will not be mistaken for the massive one on the STI, which looks like it could suck up low-flying fowl. View 58 Photos Along the side, the distinctions continue to pile up. The key here is in the fenders. While the STI has proud, pumped-up fenders compared with its distant Impreza cousin, they aren't nearly as pronounced as those on the Type R. The Honda's flares clearly show that they protrude from the standard hatchback's sheetmetal and closely follow the curve of the wheelarches. The STI's fenders proceed along the body's lines more closely and blend in more. Finally, we come to the rear, where no one should ever get these two vehicles confused. Yes, they both have enormous rear wings and diffusers, but that's it. For starters, one car is a hatchback, and the other is a traditional sedan. Not only that, but the Type R's hatch has a distinctive split rear window. I mean, based on the criteria people have used to compare the Type R with the STI, they should've actually been comparing the Honda to a Prius.

F1 champ Fernando Alonso geared up for rookie run at Indy

NEW YORK - Twice Formula One world champion Fernando Alonso surprised himself with his qualifying success for Sunday's Indianapolis 500, but the Spaniard knows his biggest challenge will come on race day. Alonso, racing on an oval for the first time, averaged more than 230 miles per hour (370 kph) to qualify fifth fastest for a place in the second row in the 33-car field at Indianapolis Motor Speedway. "I was a bit surprised," Alonso, 35, told Reuters on Tuesday. "When we announced to come here one month ago, we did it without knowing how competitive we could be, if I was able to adapt to oval racing, to these cars." "I still lack experience in important moments of the race. I will try to compensate with the speed, with motivation and we will see what happens." A lack of experience may cost him on the biggest day of US racing when a champion will be crowned after 200 laps of the massive 2.5-mile oval, but Alonso is geared up for the chance. "You respect the place, respect the speed. You respect your colleagues out there, but at the end of the day, when you are in your car and close the visor, you would like to have one mile per hour more. It's never enough," he said. While Alonso passed the entrance exam with flying colors in qualifying, he knows the hardest test is to come. "The biggest challenge I will face is in the race when you are running in traffic, those groups of cars that form in the race. It changes completely the behavior of the car. "You feel the car very loose... we've been practicing that with the team, trying to create our own groups because we are six cars," Alonso said. "I still lack experience in important moments of the race. I will try to compensate with the speed, with motivation and we will see what happens." GUESSING GAMES Alonso said timing his moves may be a guessing game. "Taking the opportunity to overtake and to pass will be a difficult decision to make," he said. "There are many factors you need to address while you are driving 230 miles per hour. "You have to stay calm, be ready for the last one-third of the race. That is where it comes." Alonso said the race demands a balance between pushing the limit and not crossing the line into recklessness. "With no experience, for me you're not sure sometimes where you are with that line - if you are over the limits of the car, or over the limits of running with the traffic.