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When Audi launched its first coupe in 1969, it sold just over 30,000 examples during a seven-year run. The 100 Coupe S was stylish and expensive, despite having only a 115bhp 1.9-litre petrol engine. The A5 made its debut in July 2007 in 3.0 TDI form, alongside the 4.2-litre V8 S5. In August a 3.2 FSI V6 petrol arrived, then a 2.7 TDI unit in September. At the same time the S5 Cabriolet got a 328bhp supercharged 3.0 V6 and a dual-clutch S tronic gearbox became available on the A5 2.0 TFSI. A facelift in autumn 2011 brought design tweaks and revisions for the cabin, engines, steering and suspension, the 2.7 TDI was dropped and the S5鈥檚 V8 was swapped for a supercharged 3.0 TFSI engine. Which one should I buy? The 3.0 TDI has four-wheel drive as standard, but these cars can be costly to run. The best all-rounder is the 2.0 TDI, which is economical, torquey and smooth. The 2.7 TDI offers a half-way house but is available only with the CVT auto gearbox.

At launch, the entry-level A5 came with 17-inch alloys, a space saver spare wheel, leather trim, 10-speaker hi-fi, xenon headlights, three-zone climate control, rear parking sensors plus electrically heated and adjustable door mirrors. The Sport added lower, stiffer suspension, more supportive seats and 18-inch wheels. The BMW 3 Series isn鈥檛 any roomier than the A5, but it鈥檚 better to drive. Build quality is superb and engine choices are wide-ranging; there鈥檚 also a choice of coupe or coupe-cabriolet bodystyles. The Mercedes E-Class Coupe and Cabriolet offer excellent build quality and some superb engines, with refinement and reliability. These German cars are costly to buy and run, especially if you purchase something with a high spec. If your budget won鈥檛 stretch to this there are a couple of more left-field choices; the Peugeot 407 and Renault Laguna Coupes don鈥檛 match the Audi鈥檚 cachet, cabin or quality, but they鈥檙e great value, unusual and worth a look.

Regulators for electric windows can break. It鈥檚 a DIY fix, with new ones 拢120 from Audi. Fuel filler flap mechanism can fail. There鈥檚 an override behind the boot trim to open the flap. Wheel bearings are a weak spot, especially the fronts, so listen for groaning when cornering. Make sure the door locks work properly because the mechanisms can fail; replacement is the only cure. Audi has long made some of the best cabins in the business, with strong build quality and excellent ergonomics; the A5鈥檚 is no exception. Its seats are supportive and comfortable, and in sporty S line form they鈥檙e even more figure-hugging. A split-folding rear seat boosts practicality; the boot can stow 455 litres, or 829 with the rear seats down. Most A5s have variable servicing, allowing up to two years or 19,000 miles between pit stops. However, a fixed-schedule regime is offered too, under which the car requires a service every 9,000 miles or 12 months. Service costs for four-cylinder models are pegged at 拢170 and 拢338 (minor and major); for V6 models these prices rise to 拢203 and 拢409.

All 2.0 TDI models have a cam belt, which costs 拢495 to replace, or 拢599 with a fresh water pump; this is due every five years. Brake fluid is needed after three years, then every two years (拢65), and the coolant topped up as needed. The A5 has been recalled five times. Three recalls between October 2014 and February 2017 covered brake servo problems, fuel leaks and airbags and seatbelt pre-tensioners. Coolant pump overheating caused a May 2017 recall, then in January some A5s were recalled for air-con overheating. Some models were included in the VW diesel emissions scandal. Coming 35th in the 2017 Driver Power Used Car Survey is good for a decade-old car, with reliability and build quality the highlights, along with exterior fit and finish. Owners like the engines and transmissions, too. The A5 didn鈥檛 score too badly in any area, although the lowest score (60th) was for running costs.

At just 2,679 pounds, the Veloster base model is 403 pounds lighter than the Scion tC. Further, at just 2,877 pounds, Veloster Turbo is 125 pounds lighter than the Honda Civic Si Coupe and 95 pounds lighter than the Volkswagen GTI. This priority on weight efficiency allows the Veloster Turbo to deliver a great combination of agility, performance, and fuel efficiency. All Velosters feature a rearview camera fitted to all models for superior parking visibility. Velosters have an exceptional level of standard safety features for the sporty coupe segment highlighted by a Vehicle Stability Management (VSM) system, which optimally manages ESC (Electronic Stability Control) and the Motor-Driven Power Steering (MDPS). VSM works to control two effects. The first is when a driver accelerates or brakes on a split-mu surface (slippery on one side, dry pavement on the other) and the vehicle wants to pull in one direction. VSM detects this condition and sends a signal to the MDPS to apply steering assist to counter this force. VSM counters the pull and automatically provides counter steering.

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What makes an iconic car? That was the question posed by Mercedes boss Dieter Zetsche at the recent launch of the new G-Wagen. Mr Zetsche had his own views, and it was hard to quibble with any of them. Firstly, he said, an icon had to offer 鈥渘o compromises鈥?in its performance. It should also be instantly recognisable, having defined a look. And finally, he mooted, there had to be what he described as 鈥渁 built-in story鈥? Alongside the G-Class, four models which he felt ticked the necessary boxes to be considered icons were the Porsche 911, Jeep Wrangler, Ford Mustang and his own company鈥檚 300 SL. I鈥檇 struggle to argue with any of that quartet. To that list, I would tentatively add the Fiat 500 and Mini/MINI, which continue to thrive in their own respective areas of the market, despite ever-changing fashions. However, one thing that all these cars highlight is just how difficult it is for a manufacturer to move an icon on design-wise.

That鈥檚 the reason the MINI hasn鈥檛 changed all that much since its 2001 rebirth, and why I鈥檓 sure the next Fiat 500 will be a very close copy of the current one. Because make no mistake: while achieving iconic status is incredibly difficult, losing it is fairly easy, a mere design mis-step away. As evidence, I鈥檇 point you towards the current Volkswagen Beetle, which to my eyes at least, is a cartoonish pastiche of the much loved original. Of course, there鈥檚 one other car that鈥檚 impossible to ignore in a debate about motoring icons: Britain鈥檚 own Land Rover Defender. The fact that two years later we are still waiting to see its successor suggests that Land Rover knows only too well what a fine line it has to tread to produce a design that lives up to the legend. Britain has built plenty of motoring icons, but which ones make the top 50?

What are the different ways Testing could be moved on to the cloud- Public cloud, Private Cloud, Hybrid clouds. Explaining the Fundamental shift from the testers owning Physical machines to test Software applications traditionally to now testers owning raw computing power. All this made possible with Virtualization. How could Cloud's elasticity be used effectively in Software testing ? How does cloud amount to Green Software Testing ? How can Snapshot features help the Software Testing ? How is the Virtual lab automation make Software Testing effective ? Test Management on the Cloud. Test data generation on the Cloud. On demand usability testing using Cloud. Followed by presentation around the Security and Availability concerns around Cloud and some perspectives around that. Overall it went good and flawless to an extent. Post presentation there were quite a few offline questions. One of the Intriguing questions from a participant was- "When i use Virtual test environment, i am not seeing some of issues that my customers are seeing on the Physical hardware". Upon Investigation, it appeared that the code base of application under test was more than a decade old and that might have some dependency on the results that were seen/not seen.

However, i will be exploring this question in a bit more detail and would like to blog about the same in the near future. I liked the Panel talk involving Quality heads of Companies such as Tata Global Beverages, BIOCON, Mahindra Reva Electric Vehicles, and moderated by T.Ashok from STAG Software. This was one of the unique session in which people from Non-Software fields discussed their experiences around Testing as it relates to their Industries. I am surprised (having attended many conferences) nobody thought of engaging such a panel in the past. The discussions were enriching and most of the non-software people agreed to the fact that there is much more focus on prevention than defect detection as is the case with most of Software Testing. Also, there was stringent focus on Design and testing the Design itself. I quite liked the session "Software Fault Patterns - A Narrative from the Operation Theatre " by Dr. Sukanta Bhatt.

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Auto Express New Car Award winners come and go, as each year a batch of fresh segment rivals arrive to steal the limelight. The Skoda Citigo has had it all its own way for a while, with an impressive five category wins since its launch in 2012. This year, however, the facelifted Volkswagen up! But hot on the heels of its VW sister car, Skoda has now injected a similar set of midlife tweaks into its smallest model. As with the up! 鈥檙e not looking at dramatic changes to the exterior - with revisions limited to a set of re-profiled bumpers, a new grille, redesigned bonnet and new headlights incorporating LED daytime running lights on SE spec and above. A couple of bright new colour choices help freshen the Citigo further. The Citigo鈥檚 interior upgrades largely mirror that of its VW sibling, too, save for a few absent details like that car鈥檚 ambient lighting option. Tweaked instruments, a new multifunction steering wheel and two-tone trim options feature, while SE spec cars bring the new Swing infotainment setup with a colour display, Bluetooth and six speakers.

As we鈥檝e come to expect from Skoda, the list of 鈥榮imply clever鈥?convenience features has grown, with a wealth of storage options, plus an umbrella stored under the front passenger seat. You鈥檒l even find a bag hook built in to the glovebox handle. Even without these, though, the Citigo鈥檚 cabin remains a spacious, practical and pleasingly solid environment, with logical switchgear and a comfortable driving position. Five-door models offer easy access to the rear and a surprising amount of space for adults, while five years on it still has one of the biggest boots in the class. Neither offers sparkling performance, requiring plenty of revs and frequent gearchanges to keep up with traffic. What distinguishes the unit is is the level of refinement; vibrations are kept to a minimum, while it鈥檚 nicely subdued once up to speed. Economy figures are competitive, too. It鈥檚 a real pity, however, that there are no plans to offer the excellent 1.0-litre turbo petrol from the up!

TSI - Skoda says there鈥檚 no financial case for doing so, but we suspect that Volkswagen wants to keep the punchier unit to itself for now. In ride and handling terms the Citigo is identical to before. That鈥檚 not a big issue, though, it still has a composed and fluid ride quality that shames some larger superminis. It shrugged off the potholed tarmac of our Czech test route with ease, while both road and wind noise are very well isolated. The soft set-up means roll is a touch more noticeable than in a Kia Picanto, but the Skoda still offers decent body control, accurate, well-weighted steering, and a slick gearshift. With prices rising by around 拢200 over the outgoing car, the Citigo still looks strong value, and is roughly 拢500 less spec-for-spec than the VW up. We鈥檒l have to wait until we try both back-to-back to give a definitive verdict, but there鈥檚 a good chance the Skoda has what it takes to rise back to the top.

It was the only unit that was produced and was sold immediately. Important specifications and features include V12 engine, 690 hp, and single-clutch transmission. One of the most expensive Lamborghinis did not have additional comforts like air-conditioning and radio to save excess weight. At 2009 Frankfurt Motor Show the company unveiled a roadster version of Lamborghini Reventon. At 2.2 million dollars, it is one of the most expensive Lamborghinis in the world. The rare and expensive version of Reventon is also a limited version with the manufacturers saying that only fifteen units will be built. Important features and specifications include 6.5 L V12 engine, 661 hp, 487 lb-ft torque, 3,726 pounds weight and 205 mph top speed. Reventon Roadster has been a bigger hit than the Reventon Coupe and has become one of the coveted and most expensive Lamborghini in the world. Pregunta Concept is one of the most expensive Lamborghini in the world. It was unveiled in the year 1998 at the Paris Motor Show. It had a carbon-fiber body and was overlaid with matte grey paint.

The curvy cockpit resembled glass screens and had rear-view cameras. Fiber optics was used to make lights. Important specifications include running gear, Diablo鈥檚 chassis, 530 hp, V12 engine and a top speed of 206 mph. At a recent auction, the Pregunta Concept was sold at a cool 2 million dollars, making it one of the most expensive Lamborghinis in the world. The Lamborghini Reventon was unveiled in 2007 Frankfurt Motor Show. It is a mid-engine sports car that was produced between the years 2007 and 2009 and assembled at their plant in Italy. Reventon is a limited edition series and the company manufactured only twenty-one vehicles out of which one was for the museum and the rest or consumer use. The automobiles were stamped with their respective number between the passenger鈥檚 and driver鈥檚 seat. At 1.4 million dollars, it is one of the most expensive Lamborghini in the world. Lamborghini Reventon is a 2-door coupe with all-wheel drive and mid-engine layout.

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The humble junior executive saloon is having to work harder than ever. With more and more mid-sized premium SUVs being launched, company car buyers are being lured away from the traditional choices by newer vehicles that many people think make more of a style statement. If you鈥檙e in the market for a new company car, don鈥檛 make that jump just yet, because there鈥檚 a group of compact execs that have been recently updated, while some existing choices still offer plenty of appeal. The latest to receive a refresh is the Mercedes C-Class. The car we鈥檙e testing has a new diesel engine that promises more refinement and efficiency, while extra tech adds to the allure. Alfa, too, has revamped its Giulia range, with more power for the diesel engine and a revised trim structure. One of the more challenging rivals these two models face is the Jaguar XE. It鈥檚 been our favourite car in the class for three years running, although it was knocked off the top spot at our New Car Awards earlier this year by the updated Mercedes.

The question is whether this result is replicated in these more affordable specs. We鈥檝e got an affordable Mercedes C 220 d SE model for this test. This features the brand鈥檚 newer 2.0-litre turbodiesel, because diesel power is still popular in a sector where owners often cover high miles. How does the C-Class fare elsewhere? The Mercedes isn鈥檛 as dynamic as the other cars here, even if it does boast more comfort. The chassis hasn鈥檛 changed much, so in SE spec on 17-inch wheels the C-Class rides fairly well. It offers compliance, but the body control is looser as a result. This means it floats over crests and into softer depressions, even if sharper inputs occasionally cause a more violent reaction; it鈥檚 better than its rivals in this respect, though. That power advantage means it has the edge over the Alfa and Jag for straight-line performance. On test it sprinted from 0-60mph in 6.5 seconds - faster than the Giulia and XE, which are perceived to be sportier. The C 220 d鈥檚 in-gear flexibility wasn鈥檛 quite as strong as its rivals鈥? highlighting that torque deficit.

At most it was 1.2 seconds adrift of its competitors going from 50 to 70mph in seventh, but the C-Class doesn鈥檛 feel like it lacks the surge for overtaking when you need it, or punch out of corners. What the Mercedes has gained from its new engine is refinement. The new 2.0-litre unit is quieter than the 2.2 diesel in the Alfa and the Ingenium unit in the Jaguar. The gearbox is the smoothest, too, with the nine-speed unit shuffling ratios sweetly in automatic mode without any perceptible disruption to drive. The chassis can鈥檛 match its rivals鈥?for involvement or agility, but it is going up against arguably the best two cars in the class in this respect. 鈥檚 this default mode we鈥檇 choose every time. Testers' notes: 鈥淪E specification is relatively well equipped, but more luxurious features, such as the digital dash, aren鈥檛 even available as options, which is a pity.

A revamp for the Alfa Romeo Giulia range has seen the trim levels on offer with the higher-output diesel engine cut to one: Speciale. It鈥檚 this 拢36,990 model we鈥檙e testing here (an older Super is pictured). The Giulia also offers the best driving position, which is in keeping with the car鈥檚 sporty personality. These diesel models might also balance efficiency, but even next to the Jag, this is the sharpest car to drive. That stems from the fast steering, which can initially make the Alfa feel overly sensitive, but once you get used to the speed of the rack and the level of input required to make the Giulia turn, it鈥檚 very rewarding. The nose bites well and the car feels lighter than its rivals, so roundabouts and country roads are to be savoured in the Italian model, where they鈥檙e a little less interesting in the competition. There鈥檚 a high-quality feel to the damping, too. With larger 18-inch wheels and a generally firmer set-up even in the softer mode, the Giulia does skip more over bumps.

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Porsche has become the latest major car manufacturer to commit to entering Formula E, and will end its Le Mans winning World Endurance Championship LMP1 programme at the end of the 2017 season. 鈥?What is Formula E? Porsche鈥檚 announcement comes as a clutch of premium German manufactures have committed to the all-electric motorsport series. This month alone, alongside Audi, Mercedes and BMW have confirmed plans to fully enter the sport. BMW will join the grid in 2018, while Mercedes will enter alongside Porsche for the 2019/20 season. Renault, DS and Jaguar already feature on the Formula E grid. Porsche says it has already taken the first necessary steps towards developing its 2019 Formula E entry, and while the firm is backing away from LMP1 and the WEC, it will continue to invest in GT class racing. Is Formula E now the most attractive motorsport for manufacturers? Tell us your thoughts in the comments.

What you鈥檙e looking is a prototype for the eighth-generation Volkswagen Golf revealing a bold new design. However, these images might be the work of an unknown Photoshop artist. The photos, found on a Chinese board, were allegedly taken at the parking lot of the VW and Audi R&D Center in Beijing. They show an Mk8 Golf prototype with very little camouflage across its front and rear fascias. Viewed from the front, we can see an all-new look dramatically different from any Golf models to come before it. For starters, there鈥檚 a set of very thin horizontal headlights, angular air intakes, and a front grille split into three distinct sections. The shape of the bonnet has also been altered. As for the sides, they too differ from the current Golf but have been covered in camouflage. The most obvious differences are changes in the shapes of the doors. Last but not least, we come to the Mk8鈥檚 rear end. The blurry image of the vehicle鈥檚 rear depicts some oddly-shaped taillights and dual tailpipes. Once development of a vehicle reaches a certain point, automaker鈥檚 usually remove out-dated bodies and replace them with finished body panels of the new model. However, these panels are almost always hidden from prying eyes by thick body cladding and camouflage. This Golf doesn鈥檛 have any cladding. In addition to these points, the car doesn鈥檛 have any license plates. Some elements of the front bumper also look a little strange to us. All things considered, we think there鈥檚 a strong possibility that these images are fake(d). Nonetheless, we are still looking forward to the Mk8 Golf and already know a few details about it. For starters, production will commence in June 2019 and we believe the car will enjoy a slightly larger wheelbase than the current model. Semi-autonomous driving functionality is also thought to be on the cards.

According to most recent information, Mercedes-Benz intends on reinventing the SL and launching it as a more driver-focused model, more similar to the AMG GT than the current iteration. To do so, AMG will be heavily involved in the development of the vehicle. It will also use the same Modular Sports Architecture (MSA) as the next-generation AMG GT. What if, though, Merc decided to take the new SL in an entirely different direction? Designer Emre Husmen, for one, is offering a potential look of what a radically-altered SL could look like. Rebranded as the SLE, it features an electric powertrain and has been drastically repositioned from a roadster into a Shooting Brake. While the adoption of an electric drivetrain would be a significant departure, the same stands for the new bodystyle that would make it more practical and spacious. The design of the hypothetical SLE also happens to look very good. Up front, the inclusion of an electric powertrain has allowed the traditional grille to be replaced by a large digital display that could be configured to show a host of different things. The only similarity between the SLE and the current SL is the Shooting Brake鈥檚 elongated hood, but the former gets a sleek and aggressive roofline which may not offer much headroom, but certainly looks the part. At the rear, you鈥檒l notice LED taillights, a narrow window and (for some reason) faux dual tailpipes.

The market for small, family hatchback sized SUVs is red hot at the moment, but the new Volkswagen T-Roc is a little late to the party. It鈥檚 already got a number of rivals within the Volkswagen Group stable such as the Audi Q2 and SEAT Arona, while outside challengers come in the form of the MINI Countryman and the Mazda CX-3. Diesel T-Rocs will play a supporting role when it comes to sales. Volkswagen predicts that as many as eight out of ten T-Rocs sold will be petrol powered, with the 1.0-litre TSI model the headline act. It鈥檚 as smooth swapping cogs as you鈥檇 expect, but it does have a habit of clinging onto third gear and keeping the revs at a level that feels too high at town speeds. The unit itself is still impressively refined though, with the diesel drone only seeping noticeably into the cabin with a deep push on the throttle, so noise is relatively controlled at cruising speeds.

With claimed fuel economy of 55.4mpg, the 2.0-litre TDI isn鈥檛 actually any more economical on paper than the 1.0-litre TSI petrol unit Volkswagen believes will be its biggest seller, and with 133g/km CO2 emissions it鈥檚 dirtier as well. As a result, buyers who are unlikely to venture beyond the urban jungle should follow the crowd to the base petrol that will suit their needs when it comes to efficiency. Of course, the diesel achieves that figure with more power and torque, plus the option of all-wheel-drive, so it should find a market with buyers demanding a bit more from their new T-Roc. All-wheel-drive is a no go for T-Roc buyers seeking to maximise practicality though. The 445-litre bootspace quoted for front-wheel-drive models is eaten away by the addition of the 4MOTION system, resulting in a shallower boot with 392-litres of space. Style is oh so important in this segment, and there鈥檚 no doubt that Volkswagen has invested plenty of time developing the T-Roc鈥檚 image. Much like the Audi Q2, it sticks out alongside the cars it鈥檒l share forecourt space with thanks to a sharper, funkier look, giving it a more individual character. The youthful feel is also evident inside with a sharply shaped, clean looking dashboard featuring body coloured trim inserts on some models, injecting a bit of vibrancy into the cabin. That aside, the T-Roc package is just as you鈥檇 expect - another steady Volkswagen entry into a new market segment. While there鈥檚 nothing seriously amiss with the diesel, however, it鈥檚 likely to be unnecessary for most buyers.

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The Beijing Motor Show is unequivocally Chinese. It has a mix of luxury, technology and crazy - sometimes all wrapped into one car. Fortunately, the 2018 show has been no exception, which is why we thought it best to round up the highlights from Beijing into one bite size package. The Chinese car market is one of the biggest in the world, which means car manufacturers are keen to capitalise on its huge potential. Mercedes used the show to reveal its new luxury SUV concept - along with its first ever four-door A Class. And on top of this, models exclusive to the Chinese market were announced by both Nissan and Skoda. This is the BMW iX3, an electric SUV that signals the next step in BMW鈥檚 electrification plans. While it is a fully-fledged 鈥榠鈥?car, it is the first of the breed to be based on an existing BMW model - in this case, the X3. For its arrival in 2020, it is promising a range of 249 miles and the potential to use 150kW charging.

As BMW has trademarked every model name from iX1 to iX9, there could be a lot more where the iX3 came from. For the first time, the Lexus ES will be sold in the UK. It replaces the GS executive saloon and will arrive early in 2019 ready to take on the BMW 5 Series and Mercedes E-Class. Unlike its German rivals it will be offered in front wheel drive guise and is expected to cost from around 拢37,000. The model offered from launch is the ES 300h, which comes with a 2.5-litre four-cylinder engine and an electric motor which produce 215bhp combined. Aptly named the 570GT Cabbean Collection, there are no mechanical differences on this model compared to the standard car, however, gold dragons are found both inside and outside the mid-engined supercar. There has been no confirmation on price, but with reasonably well specified 570GTs costing around 拢150,000, don鈥檛 expect it to be cheap.

Mercedes chose the Beijing Motor Show to show off its new A-Class saloon in long wheelbase guise. In standard length form the 4-door cars is set to challenge the Audi A3 saloon in Europe and features the firm鈥檚 latest MBUX infotainment system - which is more advanced than that of any hatchback currently on sale. Initially, there will be a mixture of petrol and diesels on offer, with a 221bhp 2.0-litre turbo petrol sitting at the top of the range. Like it or loathe it, this is the latest concept from Mercedes-Maybach. It previews an ultra-luxury SUV which will go into production with a V8 and be based on the same platform as the next-generation Mercedes GLS. While it is not known how much of the design will be carried over to the production car, Mercedes鈥?chief engineer for Maybach and Special Vehicles, said the SUV will also 鈥渂orrow some elements from the Beijing concept鈥?

Nissan revealed the Sylphy EV in Beijing, however, it is exclusively for the Chinese market. It is based on the Mk2 Leaf, meaning it will more than likely come with the same 40kWh battery pack and quoted 210-mile range. It is due to launch later this year and represents one of 20 new electrified models set to come from Nissan in the next few years. Similar to the Nissan above, the new Skoda Kamiq is destined to only be sold in China. It sits below both the Kodiaq and Karoq, lowering the entry point into the marque鈥檚 SUV range. Under the bonnet there is a 1.5-litre petrol engine which produces 109bhp and 150Nm of torque. This is the quiet and unassuming G.Patton SUV from U.S Speciality Vehicles (USSV). First things first, the KDC Regola looks a lot like a knock-off McLaren. With its familiar front end, dihedral doors and sharp orange paint work, one could be forgiven for thinking it originated from Woking. Unlike McLarens though, it is completely electric but there are no official plans to put the car into production. China automotive giant FAW is responsible for this luxury electric concept. With styling that seems to borrow from the Vision Mercedes-Maybach 6, the sleek two-door EV was displayed in Kanas Green and is designed to appeal to the more wealthy motorists. Specific details are yet to be released. This is the Qiantu K20, a delightful little two-seat EV. The Chinese marque is yet to reveal performance stats, but with its large glass roof, smooth lines and thin headlights, its styling gives it a modern look. Can't get enough motor show action? Then take a look at our 2018 Geneva Motor Show round-up.

What kind of transmission does the 2010 Porsche Cayenne have? The 2010 Porsche Cayenne has a 6-speed manual. Is the 2003 Porsche Cayenne electric or gas? The 2003 Porsche Cayenne is a gas-powered vehicle. What kind of transmission does the 2014 Porsche Cayenne have? The 2014 Porsche Cayenne has a 6-speed manual. Is the 2010 Porsche Cayenne electric or gas? The 2010 Porsche Cayenne is a gas-powered vehicle. Is the 2005 Porsche Cayenne electric or gas? The 2005 Porsche Cayenne is a gas-powered vehicle. What kind of transmission does the 2013 Porsche Cayenne have? The 2013 Porsche Cayenne has a 6-speed manual. Is the 2006 Porsche Cayenne electric or gas? The 2006 Porsche Cayenne is a gas-powered vehicle. What kind of transmission does the 2011 Porsche Cayenne have? The 2011 Porsche Cayenne has a 6-speed manual. What kind of transmission does the 2009 Porsche Cayenne have? The 2009 Porsche Cayenne has a 6-speed manual. Is the 2009 Porsche Cayenne electric or gas? The 2009 Porsche Cayenne is a gas-powered vehicle. What kind of transmission does the 2008 Porsche Cayenne have? The 2008 Porsche Cayenne has a 6-speed manual. Is the 2011 Porsche Cayenne electric or gas? The 2011 Porsche Cayenne is a gas-powered vehicle. Is the 2008 Porsche Cayenne electric or gas? The 2008 Porsche Cayenne is a gas-powered vehicle. Is the 2004 Porsche Cayenne electric or gas? The 2004 Porsche Cayenne is a gas-powered vehicle. What kind of transmission does the 2005 Porsche Cayenne have? The 2005 Porsche Cayenne has a 6-speed manual. Is the 2013 Porsche Cayenne electric or gas? The 2013 Porsche Cayenne is a gas-powered vehicle. What is the drag coefficient of the 2009 Porsche Cayenne? The 2009 Porsche Cayenne has a drag coefficient of 0.35 Cd.

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According to Volkswagen, the T-Cross is intended to sport a more funky design than the brand鈥檚 larger SUVs. Inside, the dashboard layout is almost identical to that of the Polo supermini. That means there鈥檚 a large infotainment display sitting above a pair of central air vents, simple, logical control layouts and an attractive steering wheel. As with the outside it鈥檚 possible to liven up the largely grey decor with some contrasting colour finishes. S and SE models come as standard with traditional analogue dials, while higher up the range it鈥檚 possible to add a 10.25-inch digital readout instead. This allows the driver to customise the information presented, choosing a regular looking speedometer and rev counter or prioritising trip or navigation readouts. The graphics are sharp, and while it isn鈥檛 completely essential, it does make the cabin feel more high-tech than those of many rivals. While the dash design is pretty much the same as the Polo鈥檚, the driver gets a better view of the road ahead, thanks to a hip point located 100mm higher than in the supermini. The similarities between the Polo and the T-Cross shouldn鈥檛 come as a surprise, as the pair share Volkswagen鈥檚 MQB A0 platform.

The T-Cross is 54mm longer overall, but that鈥檚 still comfortably shorter than a Golf, so it鈥檚 an ideal size for city driving. Every model in the T-Cross range comes with an eight-inch touchscreen as standard. In S and SE models, this includes Bluetooth and a DAB radio, but no built-in satellite navigation, which is a 拢725 option unless you stretch to an SEL or R line model. If you鈥檙e happy to make use of your smartphone, the SE cars and above have Apple CarPlay and Android Auto included. The infotainment system itself is one of the best in its class to use. The graphics look clear and sharp, while the touch sensitive shortcut buttons which surround the display are big enough to not be distracting on the move. The two physical dials - one for volume, one to adjust the navigation zoom - are quite small and fiddly though. Programming the navigation system is easy, thanks to a large on screen keyboard. Loading times are quick enough, and it鈥檚 possible to pinch and swipe on the display if you want to preview a route. The eight-inch screen also houses the reversing camera, which is a 拢260 option. The R-Line also features a 10.25 inch Active Info Display as standard. It鈥檚 a 拢375 option on SE and SEL models, but as pretty as it is, it isn鈥檛 a must-have option. The audio experience is the one area of the VW infotainment system that lets the side down. Sound quality from the standard speakers is nothing better than okay; the speakers lack clarity and punch. The optional Beats system, complete with a 300-watt output, fixes the latter, but doesn鈥檛 really add anything in terms of quality, so it isn鈥檛 worth the extra 拢430.

In the United Kingdom, for instance, the crossover retails from 拢46,344. In the U.S., expect the upgraded model to be just a tad more expensive than the outgoing crossover. As I said before, this segment is pretty ripe with competitors, and the BMW X3 is one of the key players. Redesigned for the 2018 model year, it has a sportier design and a well-equipped interior. However, it鈥檚 nowhere near as aggressive as the 911-inspired Macan, so Porsche kind of wins in this department. The X3 is available with just two drivetrains in the U.S. There鈥檚 the xDrive30i model, which uses a 2.0-liter four-cylinder engine rated at 249 horsepower and 258 pound-feet of torque. Sprinting from 0 to 60 mph takes six seconds, so this trim is a solid competitor for the base Macan. The second model is the M40i, which is similar to the Macan GTS. Powered by a 3.0-liter inline-six, this model comes with 355 horsepower and 369 pound-feet on tap.

Getting to 60 mph takes 4.6 seconds, while top speed is reached at 130 mph. In Europe, there鈥檚 a less powerful four-pot with 181 horsepower, as well as a couple of diesel offerings with 187 horses and 295 pound-feet and 261 horsepower and 457 pound-feet. 54,300 for the M40i. Read our full review of the 2018 BMW X3. The recently introduced F-Pace is also a solid competitor for the Porsche Macan, but the highlight here is the SVR model, basically one of the very model that can give the Macan Turbo a run for its money. Fitted with a more aggressive exterior, it also uses a massive, supercharged, 5.0-liter V-8 that delivers an incredible 550 horsepower and 502 pound-feet of torque. The SVT hits 60 mph from a standing start in only 4.1 seconds, a tenth-second quicker than the Macan Turbo with the Performance Package, while delivering the best top speed in class at 176 mph. 8,000 less than the Performance Package version.

Read our full story on the 2018 Jaguar F-Pace SVR. I鈥檒l be honest here, the Macan gained a bit more changes than expected inside and out. Sure, the LED taillight strip and the four-point headlamps were obvious choices, but Porsche made the Macan look significantly more aggressive by adding new bumpers front and rear. The bigger infotainment display and the sportier steering wheel are also welcomed additions, but some of the more interesting features are still optional. I鈥檓 a bit disappointed that Porsche didn鈥檛 upgrade the engines, but to be honest, the Macar is powerful enough as it is in all trims, even when compared to its rivals. Sure, Porsche still needs a Turbo S model to go against the F-Pace SVR, but maybe the Germans are working on one as we speak. Read our full review on the 2018 Porsche Macan. Read more Porsche news. Update 1-4-2018: The Porsche Macan was caught playing again, this time in the snow. Check out the latest images below.

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As diesel continues to be demonised, there鈥檚 a growing trend of buyers making the switch to petrol power. From superminis to SUVs, efficient, downsized turbo petrol engines are putting forward a case for themselves, but the evergreen family hatchback is one of the sectors where they make most sense. This is one of the most competitive areas of the new car market, and as a result the models available are constantly getting better - as proven by the trio of great cars we鈥檙e testing here. The latest Peugeot 308 is the newest of the three, and while its recent facelift was only mild, the French hatch continues to offer a top mix of space, comfort and equipment. Then there鈥檚 the Volkswagen Golf. It was updated last year with some new tech and a subtle revised look, just like the Peugeot, but here we鈥檙e testing the latest 128bhp 1.5-litre petrol version for the first time. It goes up against the proven 1.2-litre PureTech three-cylinder petrol 308, but it also faces competition from Honda in the form of its Civic, which has a 1.0-litre unit that matches the other cars for power.

If you don鈥檛 want to buy a diesel due to fears about taxation in the future, these are three compelling choices. But which one comes out on top? The Peugeot 308 has been around since 2014, but a facelift in 2017 brought it back up to date with revised infotainment and some subtle exterior changes. Here we鈥檙e testing the 129bhp 1.2-litre petrol model in GT Line trim, which costs from 拢22,390. That helped the 308 to sprint from 0-60mph at the test track in 9.5 seconds, which was a tenth faster than the Golf and six tenths up on the Civic. However, it wasn鈥檛 the best performer going up through the gears: the 308 took 9.1 seconds to cover 30-70mph, slightly slower than the Honda鈥檚 8.9 seconds and the Golf鈥檚 8.8 seconds. It also matched the heavier Honda from 30-50mph in fourth and 50-70mph in fifth: both cars took 6.3 seconds and 8.9 seconds respectively, while the Golf completed those tests in 6.1 seconds and 9.3 seconds.

Even if the French model鈥檚 six-speed box isn鈥檛 the nicest to use, it鈥檚 no chore to drop down a gear and accelerate with the 308鈥檚 1.2-litre three-cylinder unit. It鈥檚 definitely the most engaging engine of the three in this test as it feels more responsive and revvier, while also serving up good mid-range grunt. The 308鈥檚 low kerbweight helps its handling. Its quick steering and that small wheel contribute towards a relatively nimble feel, but there鈥檚 not much feedback with the Peugeot and the chassis isn鈥檛 as grippy as the Honda鈥檚. It鈥檚 closer to the Golf鈥檚 more neutral feel, but ultimately the 308 ends up in between the more comfortable Golf and sportier Civic. The difference really is minimal, though, and all three models are comfy enough, but can still satisfy keen drivers. The Volkswagen Golf was the second most registered car in Britain in 2017, and it鈥檚 easy to see why: the evergreen hatchback is as spacious, comfortable and good to drive as ever.

Last year鈥檚 facelift added this new 1.5-litre engine, updated infotainment and more safety features. Here we鈥檙e testing the 1.5 TSI EVO 130 model in SE Navigation spec, which costs from 拢22,255. The minor changes to the Golf鈥檚 appearance are mirrored in the way it drives, because the VW is comfortable and refined, but also great from behind the wheel. The 1.5-litre TSI engine is a brilliant addition to the range; it鈥檚 very quiet, smooth and put in a good showing in our performance tests. It was the fastest car of the three from 30-70mph through the gears, taking 8.8 seconds to the Honda鈥檚 8.9 seconds and the 308鈥檚 9.1 seconds. That鈥檚 helped by the sweet six-speed manual鈥檚 shift action, whereas you have to be more methodical with the box in the Peugeot. Even so, the Golf did fall behind the 308 and Civic from 50-70mph in fifth gear, taking 9.3 seconds, while its rivals both completed the test in 8.9 seconds.

In the real world there鈥檚 very little to separate them, however, and all feel punchy enough. You don鈥檛 need to work the engine too hard to make progress, because maximum torque of 200Nm arrives at just 1,400rpm; much lower than in either competitor. That means the car picks up pace easily without having to shift down, and it also helps keep things quiet inside; it鈥檚 one of the 1.5 TSI鈥檚 best aspects, and the Golf is quieter than both rivals as a result. The direct and well weighted steering means the Volkswagen responds well on turn-in, plus there鈥檚 plenty of grip and good body control. It鈥檚 not quite as engaging to drive quickly as the Honda, but there鈥檚 not much in it. The real strength of the Golf is the way it blends that ability with refinement and comfort; it rides more smoothly than the 308 in particular, absorbing bumps in the road surface admirably.

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As with much of the Lexus range, the ES puts comfort ahead of other considerations, and it鈥檚 this aspect that dominates the driving experience. All cabin occupants will enjoy the smooth ride that deals well with a variety of surfaces and remains composed on motorways or in town. This is helped by the excellent refinement of the powertrain, with the petrol engine and electric motor combining well to provide quiet, fuss-free motoring. This is particularly apparent when driving in traffic, where the car鈥檚 ability to operate on electric power only emphasises the sense of quiet within the cabin. On more challenging roads, the ES retains its composure, and when driven at speed the steering responds well, with good feedback and accurate responses to the driver鈥檚 inputs. The Lexus ES also features a new type of suspension damper called a Swing Valve Shock Absorber, the idea being that a valve inside the system helps it to respond better to bumps in the road and cornering loads.

The result is that the ES corners relatively flat for a car of this size and is largely untroubled by road imperfections. What the Lexus ES lacks is the sharpness offered by rivals such as the BMW 5 Series and is more biased towards comfort than the Mercedes E-Class, which manages to be relaxing and enjoyable to drive too. Go for an F Sport model, and the standard adaptive suspension is firmer than the standard model. Combine this with the larger wheels that are also fitted, and the ES鈥檚 focus on comfort is lost somewhat. The powertrain of the ES is also not best suited to enthusiastic driving. When driven in normal conditions it operates very well, with the engine and electric motor combining with the CVT automatic transmission to keep the engine dormant or at low revs as much as possible. Demand brisk acceleration however and the ES struggles somewhat, with the engine revving hard but delivering less performance than diesel rivals. The ES is available with a single powertrain option, a 2.5-litre four-cylinder petrol engine matched with an electric motor and battery pack, to give a total output of 215bhp. There鈥檚 a single gearbox option, too, a CVT automatic transmission. When driven at normal speeds the powertrain delivers smooth and quiet operation, with the gearbox operating with impressive efficiency. However, when strong acceleration is demanded, the four-cylinder unit shows some harshness as it sits at high revs, with only modest acceleration delivered. The CVT is an improvement on past Lexus models, though, so will be pleasing to use for existing Lexus owners.

The message was received in the boardrooms of Stuttgart. One year after the R made its debut, Porsche reintroduced the manual for the GT3, and just a few months after that, brought out a Touring Package for that car, which was basically a 911 R by another name. Achleitner told me in 2017 that the Touring Package was Porsche鈥檚 response to R prices skyrocketing. If you were hoping the Carrera T would be a 911 R on a budget, I'm sorry to disappoint you, but it isn't. It does carry some of the R's spirit, however. To save a little bit of weight, Porsche stripped out some of the 911's sound deadening. You'd need a stopwatch to determine any performance difference this measure makes, but you can hear it easily. Even though the engine is muted by its turbochargers, there's a lot of flat-six noise to fill the interior. Listen closely, and you can even hear air rushing when the throttle open up.

Getting rid of the insulation means there's more of the bad sounds, too. Enjoyment of real intake sound comes at the expense of more noise intrusion from the T's big Pirellis. In a world of increasingly isolated performance cars, where sound has to be played through speakers to fill the void, this is a refreshing change of pace. As is the seven-speed manual gearbox. It benefits from a slightly shorter overall ratio and a shortened gear lever, and I think it's a must-have. As much as Porsche's dual-clutch, PDK, impresses, it can't replace the involvement offered by a manual transmission. It's a big part of the 911 R's secret to success, and it makes the Carrera T feel like a real sports car. It handles like a real sports car, too. This Carrera T benefitted from optional rear-wheel steering which makes the car feel a little smaller than it is in reality. At lower speeds, the rear wheels turn in the same direction as the fronts, which virtually shortens the wheelbase, while at higher speeds, all four turn in the same direction, virtually lengthening it.

It's hard to feel the rear-wheel steering actively doing its job and that's what Porsche wanted. Porsche came under a lot of fire for adopting electric power steering for the 991, and early iterations of the system were especially not well received. The engineers figured out how to make it work, and while the steering in the Carrera T isn't quite as sweet as it is in a GT3 RS, it's still nice. Of course, it doesn't wriggle around like it does in old 911s, but it gives the driver what they need. Porsche's logic behind adopting twin-turbo engines for the Carrera range will be (rightfully) debated for some time, but there's no arguing with the quality of this 3.0-liter flat-six. It's as good as turbo motors get, with no perceptible lag and totally linear power delivery. It revs like a naturally aspirated engine, but it offers tons of low- and mid-range torque, too.

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There has been a lot of noise coming from the Volvo camp in recent months. Alongside the standalone (for now) spin-off Polestar 1, the brand鈥檚 commitment to a fully electrified future has the Swedes on a focused path to zero emissions. In the here and now, however, Volvo鈥檚 mission is much simpler: offer those in the premium market something different to the German norm. It鈥檚 a challenge the maker is taking in its stride - and the S90/V90 duo is a part of that success story. Launching in the summer of 2016, the car you see here stepped straight into the executive estate class as a key player, thanks to its winning combination of comfort and class. Initially available with a choice of just two (D4 and D5) diesel engines, the 90 range has now been boosted by the addition of a T8 hybrid. And although the likes of Mercedes and BMW offer plug-in versions of their mid-size saloons, Volvo reckons that the technology is appropriately fitted to its load-luggers, too.

It鈥檚 unique in this segment, in fact, unless you look towards the cheaper but beautifully built Volkswagen Passat GTE or value-packed Kia Optima Sportswagon PHEV. Volvo claims the V90 will do 28 miles on electric power alone, putting it on par with the three-box BMW 530e. The efficiency figures are identical, too, with a claimed 141.2mpg and 46g/km CO2 emissions. That results in a rock-bottom nine per cent Benefit-in-Kind tax rate for company car drivers, again matching the BMW - as well as the similarly priced Mercedes E 350 e. But since the Government brought in its VED tax hikes, the appeal of plug-in has somewhat diminished for private buyers. As the V90 falls under the 拢60,000 threshold for the plug-in car grant, it is eligible for a 拢2,500 saving, but whether you鈥檙e looking at list price or PCP, it appears expensive. Still, putting cost to one side for a moment, how does a Volvo estate with over 400bhp perform? Unsurprisingly it鈥檚 still a refinement and comfort champion, feeling hushed and smooth at cruising speeds.

Previously, we鈥檝e warned against kitting your V90 out with larger wheels, but on our car鈥檚 19-inch rims, the base version鈥檚 supple ride is largely retained. However, it鈥檚 worth noting that this test model came with rear air suspension, which even in the heady heights of Inscription specification remains a 拢1,500 extra. While it鈥檚 easy to salivate over the T8鈥檚 power and torque numbers, one key figure puts a dampener on things. At 2,011kg, this is a heavy car. As a result, the performance specs (0-62mph takes just 4.8 seconds) feel a little ambitious from behind the wheel. Choosing Power mode from the drive selector sets the car up for maximum acceleration, using the 315bhp turbo and supercharged 2.0-litre four-cylinder engine and 86bhp electric motor in tandem. It鈥檚 still pretty brisk; just don鈥檛 expect searing pace. The steering and chassis control of the big Volvo still don鈥檛 feel set up with hard driving in mind, either. On the other hand, the electric injection means the V90 T8 is incredibly quiet at town speeds. The car will operate in Hybrid mode by default, using the power of the electric motor driving the rear wheels for crawling and low-speed driving. Of course, the T8 gets the same luxurious cabin as a diesel V90, with a feature-filled portrait touchscreen and high-quality dash. There鈥檚 a long list of standard equipment, too, with Inscription Pro trim building on the V90鈥檚 already impressive tally of tech - including semi-autonomous driving features - with plush cabin additions. The T8 is also available in racier R-Design spec, bringing a BMW M Sport-style bodykit and flashy trim. Crucially for estate buyers, this is still a practical family car. While the much cheaper Passat Estate offers a 483-litre boot, the V90 is far bigger. The T8鈥檚 560-litre load bay is identical to that in the diesel cars, and folding the rear seats offers a total of 1,526 litres.

Our editors want to help you make the best decision on a car that fits your life. What's a good price for a New 2018 Porsche 911? We are showing 1 2018 Porsche 911 Carrera GTS 2dr Coupe (3.0L 6cyl Turbo 7M) vehicle(s) available in the in the Boston area. Which 2018 Porsche 911s are available in my area? Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2018 Porsche 911 for sale near. 142,350 and mileage as low as 3721 miles. Simply research the type of car you're interested in and then select a car from our massive database to find cheap vehicles for sale near you. Can't find a new 2018 Porsche 911s you want in your area? Consider a broader search. Should I lease or buy a 2018 Porsche 911? Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

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Over the years the Mercedes A-Class has morphed from what was an innovative rethink on the small MPV to a gawky also-ran, before a total redesign in 2012 turned it into a thoroughly competitive premium family hatchback. Now Mercedes has had another innovative rethink with the fourth-generation A-Class. The latest version takes its design inspiration from the firm鈥檚 new, high-end models such as the CLS, while the interior promises to offer a level of tech and quality pretty much unseen before in this sector. But this area of the market is packed with premium rivals that have proven their ability time and again. First up is the Volkswagen Golf, which has become the benchmark in this class over decades of evolution. In its current Mk7.5 form it delivers space, economy, quality and a great level of technology. Mercedes does battle across the board with Audi, and on paper that brand鈥檚 A3 Sportback is a package with which the A-Class is closely aligned and will have to beat.

Solid driving dynamics and cool tech mean the Audi provides a stern test. However, our winner will have to blend a long list of attributes, while the financial factor will also come into it. So let鈥檚 find out which car is the strongest offering. As is the way with the latest car in any class, there鈥檚 lots of new tech for this 2018 Mercedes A-Class. We鈥檙e testing the A 200 petrol in AMG Line trim, which starts at a fairly pricey 拢28,700 - but its rivals cost similar money, too, so can it beat them? The A-Class鈥檚 downsized engine boasts more power than its VW Group rivals, and on test it asserted its authority, taking the car from 0-60mph in 7.4 seconds, which was four tenths faster than the Volkswagen and the Audi. The power advantage came to the fore once more during our in-gear assessments, where the A 200 just shaded its competitors in most of the tests. However, it was not by a such a margin that the A-Class had a discernable advantage on the road.

But the engine does feel more strained than the 1.5 turbo units in its rivals, which is partly due to the drone it makes under load. The power delivery has a few noticeable steps lower down in the rev range, too, and isn鈥檛 as smooth as either the VW or Audi. That is also true of the ride. It鈥檚 not the most forgiving at low speed and despite that more sophisticated multi-link rear axle, the A-Class struggles to cope with faster, harsher imperfections, jiggling the body and, consequently, the occupants around inside. Things smooth out at higher speed and the Mercedes deals with rolling road surfaces well, but a big, jagged bump will still clatter up through the suspension. There鈥檚 a good degree of composure, though, and while the car feels benign it does inspire enough confidence thanks to its stability. Testers鈥?notes: All A-Classes have lowered sports suspension, so if you鈥檙e after more ride comfort than dynamic handling, think about the trim you choose. In every sense the Volkswagen Golf is the car the A-Class has to beat.

It鈥檚 our current favourite family hatchback and blends premium appeal with practicality and technology. At 拢26,980, this 1.5 TSI EVO DSG model in R-Line trim is the cheapest here. The powertrain is a known quantity, and at our test track it performed well, with a smooth swell of torque low down (250Nm to match the Mercedes, but produced lower down from 1,500rpm) that delivered decent acceleration. The transmission makes up for a slight lack of performance, too. With the powertrain shared with the A3, the VW and Audi鈥檚 dual-clutch boxes are more accomplished than the Mercedes鈥? They shift quicker in manual mode and are slightly smoother in auto, too. Thanks to our car鈥檚 拢850 Dynamic Chassis Control adaptive dampers, the Golf鈥檚 damping is as pliant and plush as ever, even on 拢500 optional 18-inch alloys. The larger wheels mean it thumps over potholes a little more, but the damping is still more forgiving at low speed than in the A-Class. At higher speeds on country roads those larger wheels and lower-profile tyres help, because the Golf delivers all the agility you could realistically want from a family hatch. But this doesn鈥檛 compromise ride quality or refinement, either.

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It's fair to say that the new Range Rover Velar was a hit for Land Rover as soon as it arrived in showrooms. With its sharp looks and a cabin bursting with technology, it's one of the hot picks of 2018. But how well does the Velar stack up as a sporty SUV? We鈥檝e tried the most powerful four-cylinder petrol Velar to see. The Velar uses Land Rover's new naming structure, and this P300 features the firm's four-cylinder Ingenium petrol engine (hence the 'P') with 296bhp - or 300PS in metric horsepower. It's the same engine that appears in the entry-level Jaguar F-Type, and despite the fact this Velar is around 300kg heavier, its performance figures are quite similar. On the road, the 2.0-litre model delivers good performance. The Ingenium motor is responsive, thanks to its 400Nm of torque being available from just 1,500rpm. Combine this with the slick-shifting eight-speed auto box, and the Velar has a decent turn of pace even with gentle throttle inputs. That's no bad thing, because if you extend the engine, it doesn't have as sporty the soundtrack you might expect.

Thanks to the car's refined cabin, it's not noisy, but the four-cylinder thrum won't have you hunting for the rev limiter if you're shifting gear using the steering wheel paddles. While the numbers might have you thinking that the Velar P300 is a sporty SUV, the drive will tell you otherwise. The HSE R-Dynamic model we tested had the standard steel springs, and while they do a good job of soaking up bumps - you hear big potholes more than feel them - it's not really designed with cornering in mind. Body roll is well controlled, but there's a softness to the damping that means the Velar tends to lollop around corners in a way that a Jaguar F-Pace or Porsche Macan does not. Push harder and it feels like the Velar's suite of electronics are putting in a lot of effort to keep the car on the road. A high centre of gravity means it's no sports car in the corners.

The rotary Terrain Response controller on the centre console allows you to select a sporty R-Dynamic driving mode, but it makes little difference, save for a slightly sharper throttle and heavier steering. It's better to leave the car in Auto and let the electronics take care of things - and as long as you're not pushing the car hard, the Velar is a perfectly hospitable and comfortable SUV. Our car featured the Velar's trademark double touchscreen centre console, and while it's a magnet for fingerprints (stick a microfibre cloth in your glovebox if you want to keep it clean), they work well and are responsive to the touch. Space inside is good for five, too, while the quiet and refined cabin makes the Velar a comfortable and relaxing cruiser. However, this HSE R-Dynamic P300 starts from 拢67,500, which is a bit steep. You wouldn't feel short-changed by choosing the standard car, though, and you could save a couple of grand if you went for the slightly less powerful P240 - or indeed, one of the diesels.

The odd publicizing fights recently don't do much to offer the world on how well the ATS lineup really, you know, drives. That is disgraceful on the grounds that the fittings is not just a good time for driving lovers, the inner part arrangements and peculiarities are generally as fulfilling from a certifiable, lux stance. I'm still not sold on the CUE, generally in light of the fact that dissimilar to Kozak, I think that it conflicting in its reactions to my touch. Take that out of the comparison and the ATS car is an astoundingly well-done auto; as Rory specified, maybe one of the best American roadsters/cars ever. Pleasant materials (adore the wood trim regardless of the fact that its not progressive), a lively guiding wheel, decently weighted directing, dynamic brakes, decent damping and a willing to-turn frame are all champs. I prescribe prospective purchasers test commute the 2.0-liter turbo consecutive with the V6; the turbo is a solid little motor, and on the off chance that you aren't fixated on supreme execution you will never be disillusioned. Be that as it may so great is the undercarriage that I incline to needing steadily power to play with. Knowing how great these autos are in "standard" structure, the possibility of driving the soon-to-arrive ATS-V is just about excessively. What's more when you examine Cadillac's as of late uncovered ATS-V.r Gt3-spec race auto, well, this is one model line that is simply at long last starting to take advantage of its gangsta potential. If more individuals knew as of now.

The Falcon Wing doors are useful for getting into the car in tight spaces. However, they open slowly, and if you're parking somewhere with a low ceiling, prepare to duck in under the doors. The Model X can have up to four complete sets of LATCH car seat connections, depending on the seating layout. Lower anchors in for the second-row outboard seats are easy to access, but three tether anchors are underneath carpet, making them hard to find. The third-row seat upholstery is stiff, and the lower anchors are set deeper in the seat. The tether anchors are similarly tricky to use. The Model X is full of quality materials and soft-touch surfaces. The overall interior design is futuristic and what you'd expect from a brand run by a guy who's also helming a space program. The chief complaint, though, is what plagues Tesla's other vehicles: unimpressive build quality and some noticeable fit and finish issues. There are gaps in interior panels, exterior body fit issues, and more squeaks and noises than expected from a luxury SUV. A fair amount of road and wind noise also plagues the Model X鈥檚 cabin. The Model X鈥檚 overall cargo volume of 88 cubic feet is among the best in the luxury midsize SUV class.

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Elsewhere, the strong shoulder line and kinked window line at the c-pillar are transplanted directly from the design study, leading to an overall shape strongly mimicking the concept car鈥檚 shape. Arguably, the most intriguing aspect of the QX50 is the engine. It鈥檚 a turbocharged 2.0-litre four-cylinder petrol developing 264bhp and 380Nm of torque, which is intended to phase out the heavy 3.5-litre six-cylinder unit previously used by Infiniti. To achieve this hefty dose of downsizing it arrives with a unique party trick; variable compression ratio technology - a world first in a volume production car. The tech is called VC-Turbo, and the engine鈥檚 compression ratio seamlessly varies from between 8:1 (for harder driving) and 14:1 (for fuel efficiency). This is achieved by continually altering the reach of the pistons, so technically, the engine varies from 1,997cc to 1,970cc in size. Infiniti says it should be fast and frugal. All-wheel-drive models are said to take 6.3 seconds to get from 0-60mph, with a claimed top speed of 143mph. However, fuel economy figures have not yet been revealed.

Both front-wheel-drive and all-wheel-drive versions of the QX50 will be offered, though both will make use of a newly developed CVT gearbox. For drivers who prefer to 鈥榮hift鈥?gears themselves, eight virtual gears have been programmed into the XTRONIC CVT system. A spread of selectable driving modes can alter engine, transmission and steering settings on demand, too. The optional all-wheel-drive system lies dormant most of the time, only sending power to the front axle. Up to 50 per cent of the car鈥檚 torque can be sent to the rear wheels, while the drivetrain also features torque vectoring to limit understeer. Infiniti has raided Nissan鈥檚 war chest of ProPILOT driver assist features, with support for semi-autonomous driving as the headline act from a technology perspective. ProPILOT Assist means QX50 can drive itself in a single lane on motorways and in stop-start traffic, taking control of braking, acceleration and steering. Elsewhere, the new crossover is kitted out with autonomous emergency braking with pedestrian detection and a forward collision warning system, lane keep assist, blind spot assist, and adaptive LED headlights. With a US market release scheduled for early 2018, we don鈥檛 expect the QX50 to arrive on sale in the UK until late next year. Infiniti has yet to finalise UK specifications, but it looks set to go on sale priced from around or just above 拢35,000. Do you like the look of the new Infiniti QX50 SUV?

The 2012 Porsche Cayman includes 4 yr./ 50000 mi. How long is roadside assistance included with the 2009 Porsche Cayman? The 2009 Porsche Cayman includes 4 yr./ 50000 mi. How much torque does the engine in the 2010 Porsche Cayman have? The 2010 Porsche Cayman's engine produces 221 ft-lbs. How many valves does the 2007 Porsche Cayman have? The 2007 Porsche Cayman has 24 valves. How many valves does the 2014 Porsche Cayman have? The 2014 Porsche Cayman has 24 valves. How many valves does the 2011 Porsche Cayman have? The 2011 Porsche Cayman has 24 valves. How many valves does the 2009 Porsche Cayman have? The 2009 Porsche Cayman has 24 valves. How many valves does the 2008 Porsche Cayman have? The 2008 Porsche Cayman has 24 valves. How many valves does the 2012 Porsche Cayman have? The 2012 Porsche Cayman has 24 valves. What are the release dates for Roadfly TV - 2005 2010 LAIAS 2012 Porsche Cayman R 5-81? Is the 2014 Porsche Cayman electric or gas? The 2014 Porsche Cayman is a gas-powered vehicle. What kind of transmission does the 2007 Porsche Cayman have? The 2007 Porsche Cayman has a 5-speed manual. Is the 2007 Porsche Cayman electric or gas? The 2007 Porsche Cayman is a gas-powered vehicle.

With its secondary vibrations smoothened out by a balancer shaft, this engine carries the unique low-frequency acoustic character of every inline-four motor using this arrangement. Call it a sporting or offbeat note if you like, but it adds to the character of this responsive engine. As before, the four-cylinder motor shares its seven-speed Porsche dual-clutch PDK transmission with the V6 models. Up and down shifts are fast and seamless, and the differences between the ECO, Comfort, Sport, and Sport Plus modes are very apparent. Start off in Comfort mode and this base Macan is brisk but not particularly sharp in its drivetrain responses, and it feels quite supple on its steel springs with adaptive damping. In short, it mimics a good normal German car. Switch to Sport mode, however, and the transformation in character is both immediate and dramatic. Now the Macan answers the throttle crisply, gearshifts are snappier but still smooth, and the engine revs more aggressively to the red paint in each gear. Importantly, this base Macan no longer feels ordinary; it now feels eager, like a Porsche.

The Porsche 911 GT3 is yet another high performance version of the 911 series that鈥檚 primarily intended for racing and still legal on the streets. This 911 is named after the Federation Internationale de l鈥橝utomobile Group GT3 that it was designed to compete it. Porsche purists and critics were taken aback and dismayed at the release of last years 911 GT3 void of a manual transmission. Porsche has promptly responded to the outcry with an updated GT3 for 2018 that features the much sought after transmission. The 2018 911 GT3 will now feature an upgraded 4.0 L flat that generates 500 horsepower and 339 lb-ft of torque and features an updated valve train and a 9,000 rpm redline. The engine is paired with a seven-speed dual-clutch transmission specifically constructed and tuned for the GT3, or you could opt for the awaited six-speed manual that鈥檚 thankfully now available as well. The 3,000 pound two-seater accelerates from 0-60 in just 3.2 seconds and has a top track speed of 197 miles per hour. The sleek body is as aerodynamic as ever with lightweight carbon rear wing and front fascia. The front spoiler is optimized for airflow to enhance dynamicity, and the rear end with exhaust openings and a new diffuser contribute as well. The interior of the 911 GT3 is classically sporty. Bolstered seats are padded to hug you and keep you in total control during spirited driving and maneuvering. The Adaptive Sport Seats Plus offer an 18 way electric adjustment along with a power steering column and seat memory. Also available are Full Bucket Seats with electric height adjustment and a fixed carbon reinforced backrest. The 911 GT3 comes equipped with the Porsche Communication Management interface that includes a navigation system and the Connect Plus Module with smart phone connectivity.

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The BMW X5 comes with only one five-door SUV body style, but the latest generation is among the most practical cars in its class. Like before, it鈥檚 available with an optional third row of seats. That said, this rearmost row is best suited to children, so if you want to carry lots of grown-ups the bigger BMW X7 might be of interest instead. The driving position of the X5 is excellent, with the usual great BMW ergonomics and vast range of adjustment. You get a commanding view of the road ahead, too, thanks to the X5鈥檚 height, although you鈥檒l be relying on the parking sensors or rear view cameras when reversing. The interior of the X5 provides plenty of storage, with a large lidded bin between the front seats, a good-size glovebox and spacious door bins. Equally useful is the split tailgate; the lower section provides somewhere to rest your shopping before arranging it in the boot, or somewhere to sit when changing into walking boots or cycling shoes, for example. The latest-generation X5 is a little bigger than its predecessor, and is usefully boxy in its outline, measuring up at 4,922mm long, 2,004mm wide and 1,745mm tall.

Legroom and headroom are excellent all round in the BMW X5, and the small transmission tunnel is especially impressive, meaning a third central passenger can sit comfortably on the rear bench seat without making too many compromises. There鈥檚 plenty of shoulder and hip room, too, because the X5 cabin is pretty cavernous. A worthwhile option is electric adjustment for the second row of seats; this brings a control panel in the boot, allowing you to slide the bench forward or fold the seatbacks to maximise space as you鈥檙e loading. The X5 offers a handsomely spacious boot, although the 645 litres of total volume is beaten by the 690 litres in the Mercedes GLE. The rear bench splits 40:20:40, which is great for passing long luggage items up between the two rear passengers with just the centre section folded. Alternatively, you can fold everything to release a whopping 1,860 litres of space. The Mercedes gives you over 2,000 litres with everything folded flat, but the rear seat only splits 60:40, so isn鈥檛 as versatile. BMW鈥檚 Comfort Access option provides hands-free control of the upper and lower tailgate sections, and the retractable boot cover.

He also created the Volkswagen Beetle. What is the registered trademark of Porsche and how did it come into existence? What is 918 divided by 51? What is 918 divided by 5? What fraction is equivalent to 1 918? What is 918 divided by 3? How long is 918 miles? 918 miles is 1,477.4 kilometers. What is the LCM of 918 and 60? What is 918 miles in km? Which is greater 12 cm or 918 mm? What is 918 divided by 27? Who makes the spyder roadster? Does the Lamborghini Gallardo LP-560-4 Spyder come with a manual gearbox? How many miles is 918 meters? Does spyder III really work? There is no Spyder III. What kind of threads does a spyder paintball gun have? They are listed as "spyder" threads. What song was playing on the radio in James Dean's car when he had his fatal car accident? James Dean was driving a 1955 Porsche 550A Spyder when he died, which was a pure racing car and had no radio. Does the spyder esprit and spyder compact take the same bottom line? Yes, most Spyder parts are universal on their markers.

Like human personalities, not all chips are created equal. In addition, many customers report a 10-15% improvement in highway fuel efficiency. 125-175 per year savings! Not just another 'one size fits all' performance chip. We started with a blank slate and reengineered the entire program. Hundreds of hours of code revisions and road and dyno testing on over a hundred Carrera 3.2s have unleashed new pockets of performance previously undiscovered - performance unavailable from anywhere else. No one has even come close to the amount of research performed on chipping the 3.2 engine than us. Guaranteed to outperform, all chips have a 100% satisfaction guarantee. With a wide matrix of chip programs available to suit a variety of engine performance modifications and owner preferences, the most popular are listed below. This insures the optimum setup for each particular car. Programs are available for both the catalyst spec U.S. Euro/ROW spec cars. All programming for US version cars by default is for 91 or higher octane fuel. If programming for 93 octane fuel is preferred, please note your octane program preference in option window below. For Euro/ROW spec cars, default chip programming is for 95 RON octane fuel. If programming for 98 RON fuel is preferred, please note your octane preference in the option window below. If a configuration you need is not listed below, follow the contact page for a custom program request.

Lexus actually unveiled the UX earlier this year, but we knew that we would have to wait until fall for the small crossover to go into production. With that wait in mind, the Japanese automaker brought the UX to the 2018 Paris Motor Show in order to give visitors and media alike a taste of what to expect. The UX 200 is powered by a new 2.0-liter inline four-pot, putting down 171 PS and 205 Nm of torque with the help of a CVT transmission and front wheel drive. Customers can also opt for the UX 250h, which features a new hybrid powertrain with a combined output of 178 PS and all-wheel drive thanks to an electric motor at the rear axle. The interior is typical Lexus, as far as overall design goes, while materials seem, let鈥檚 say, sufficiently premium. The show car boasts white leather seats front and back, plus contrast stitching on the upper dash, gear lever and steering wheel.

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Along with safety, Volvo is known for its estate cars. While the brand might have moved into new areas with its ever-growing range of upmarket SUVs, the firm hasn鈥檛 forgotten about its core products. The latest to join the line-up is the mid-sized premium V60 estate. This is a car that offers class, practicality, efficiency, tech and performance; an appealing package then. But there are already a number of rival models delivering exactly this combination, and the Audi A4 Avant is a perfect example. Audi also has a long history with estates, and in this closely fought class the V60 faces a fight to overcome its German rival. While SUVs are the niche that鈥檚 now become the norm, they鈥檙e not for everyone and family estate cars like these are generally better to drive than their higher-riding alternatives. The victor here will have to deliver exactly this, but mix it with a useful level of usability.

Let鈥檚 find out which is the stronger choice. With an almost totally new product line-up that鈥檚 mainly focused on a new range of SUVs, Volvo has now turned its attention to what it鈥檚 always been known for: estates. This V60 is set to take on the likes of the Audi A4 Avant, but does it do so more convincingly? We鈥檙e testing a 拢40,860 V60 D4 Auto in Inscription Pro trim to find out. Overall, the V60鈥檚 long wheelbase gives a nice, balanced feel to how the suspension responds to bumps. It smothers most surface changes, so only the harshest of ridges impact refinement. You feel the road, but the chassis doesn鈥檛 crash; it鈥檚 relaxed and matches the level of calm inside. On 19-inch wheels the V60鈥檚 ride only occasionally felt ruffled by scars in the road surface. There鈥檚 enough agility, too. The light steering doesn鈥檛 even offer as much communication as the Audi鈥檚, but the weight actually matches the rate of response and the steering feels free.

There鈥檚 little friction and despite the comfort it offers, the chassis will grip tenaciously and for longer than you might expect. This also helps to deliver a planted, secure feeling through quicker corners, and all this combines to give a tangible sense of solidity on the move. Volvo鈥檚 D4 motor and eight-speed automatic gearbox combination is a known quantity, and it works as well as ever in the V60. Despite the car鈥檚 extra mass, with one extra ratio in its gearbox to cover a similar speed range, the Volvo and the A4 Avant were equally matched at our test track. There was very little to split them for in-gear performance, too; what might be more important is refinement. The V60 is serene at low speeds. The transmission shuffles its ratios imperceptibly and the engine gently whirrs away. However, full-throttle is a different story, because the motor becomes more intrusive and the gearbox a little jerkier in its movements.

It鈥檚 no worse than the A4, though. Still, it鈥檚 the Volvo鈥檚 comfort and refinement that define the driving experience, which is strong. Testers鈥?notes: 鈥淪ometimes you get a feel from a car where everything works in harmony. Audi鈥檚 A4 Avant will provide a tough test for the Volvo V60. The recipe is very similar, and we鈥檙e putting a top-spec 拢39,985 A4 Avant 2.0 TDI S tronic Black Edition (our pictures show a 3.0) up against the V60. It鈥檒l be fine margins that separate them, but which will take the win? The A4 Avant doesn鈥檛 seem to have the Volvo鈥檚 easy-natured approach to tackling rough ground. It鈥檚 comfortable, but even in the softest setting the dampers don鈥檛 give the Audi as light a touch on the road. The A4 lumbers a little more, but it certainly feels solid and planted; these factors mean it is the more agile car. With more precise steering and grip, the Audi changes direction with greater alertness and agility than the Volvo. It stays flat through corners, too, but even when unloaded, this resistance to roll doesn鈥檛 make the A4 feel overly stiff.

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Meet the Focus RS of the pick-up world. The Ford Ranger Raptor is the most extreme vehicle in the one-tonne truck class, with a body and stance that makes it look as if it鈥檚 ready for the a run in the Dakar Rally. It鈥檚 designed to broaden the appeal of pick-ups in Europe - where vans rule supreme. The aim is to transform the big-selling Ranger into what marketing types call a 鈥榣ifestyle vehicle鈥? The Raptor is a pick-up that can鈥檛 carry or tow as much as its workhorse counterparts, switching versatility for power and performance. Inside, the standard instrument cluster is replaced by a sportier dash display, while the steering wheel is thicker and features a new red centre stripe. Furthermore, the sports seats have thicker side bolsters and Raptor logos stitched into the fabric. Under the skin, Ford has created a bespoke chassis set-up with coil springs at the rear (rather than leaf springs). There鈥檚 a wider track, too, and rally-inspired heavy-duty shock absorbers matched with off-road tyres.

The bulging front wings are made of high-strength plastic, but the matching bulges at the rear are stamped out of metal. The bumpers are tapered for improved clearance off road, and the side steps are made from magnesium in a vain attempt to trim weight. It鈥檚 still a hefty vehicle, however. At 2,404kg, the Raptor is up to 200kg heavier than a standard Ranger. Thankfully, four-wheel disc brakes provide decent stopping power. The performance of the chassis is profound, too, whether on or off the road. On rough tracks, the Fox shocks smooth out most bumps, and provide almost serene comfort on the highway. The tyres produce surprisingly little road noise, and the steering has a precision rarely seen in the pick-up class. Just be careful when parking around town; there鈥檚 a massive 12.9-metre turning circle. The shorter front and rear overhangs and taller ride height mean the Ranger Raptor can negotiate most off-road obstacles with ease, however.

There is just one sizeable caveat in this otherwise impressive overall package: the engine is a little bit underdone. It鈥檚 a new twin-turbo 2.0-litre four-cylinder diesel, and falls just short of where it needs to be. Despite having more power and torque than the Ranger鈥檚 3.2-litre five-cylinder diesel - and the extra gear ratios for brisker acceleration - the Raptor hasn鈥檛 made the gains you might expect given its bold appearance. While vehicles like this aren鈥檛 meant to accelerate like supercars, the latest V6-powered Volkswagen Amarok and Mercedes X 350 d show there鈥檚 appetite for powerful (and ultimately expensive) pick-ups. But Ford says the Raptor is not about straight-line speed and more about its next-level off-road capability. And that鈥檚 a shame. There鈥檚 no denying it鈥檚 an awesome-looking truck, but we can鈥檛 help thinking it could have been better. Here鈥檚 hoping the upcoming joint venture between Ford and Volkswagen鈥檚 commercial vehicle divisions might one day see the Amarok鈥檚 V6 under the bonnet of the Raptor. Only then would we truly have the hot Focus RS-inspired pick-up we鈥檝e long been waiting for.

Highlights including a 412 kW/560 hp V8 engine and bespoke suspension technology imbue this impressive triumvirate with track-specification performance attributes. Sports performance and luxury - a combination rich in tradition. The new BMW 6 Series model range follows in a BMW tradition of legendary dream cars which now stretches back more than 75 years. Presented in 1937, the BMW 327 Sports Coupe was the most exclusive model in the company鈥檚 line-up at the time. Then came the BMW 503 Coupe and BMW 507 Roadster, which were powered by the car world鈥檚 first aluminium eightcylinder engine and continue to enthral as 1950s style icons to this day. And later on, the BMW 2800 CS of 1968 pulled back the curtain on an era of luxury cars which took a whole new approach to combining sports performance and luxury. Since 1976 these unmistakable characteristics have been grouped together in the BMW line-up under the model designation 鈥?鈥?

The first-generation BMW 6 Series shone not only with its outstanding driving dynamics, but also its state-of-the-art comfort and safety technology. Its successor, unveiled in 2003, radiated a thoroughly progressive air, its dynamic appearance complemented by a wealth of innovations. The new variants added to the 6 Series line-up also broke new ground - and fundamentally enriched the driving experience on offer in the luxury class. The debut of the BMW 6 Series Convertible in 2004 saw driving pleasure in an exclusive sports car and the joy of advanced technology married with open-top enjoyment for the first time. One model series, three different characters. The latest generation of the BMW 6 Series takes the dynamics, aesthetics, luxury and innovation offered by the model series to new heights. Moreover, the expansion of the range to span three body variants has ensured that driving pleasure in a luxury BMW can be experienced in an even wider variety of ways.

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In the four years since BMW launched its i8 Coupe, the company has sold 13,000 examples of the carbon-tub, petrol-electric hybrid. Customers have bought into BMW鈥檚 i-vision, to the point where they are demanding more from the Bavarian marque - including new models such as the i8 Roadster. Never originally designed as an open top car, the only way BMW鈥檚 engineers could establish if a roadster variant of the i8 would be possible was to literally chop the roof off. And when the carbon-tub didn鈥檛 fold in on itself, BMW had another petrol-electric sports car on its hands. The i8 Roadster鈥檚 roof is fully electric, and the switch to operate it is tucked away under the lid for the centre console storage compartment. It takes 15 seconds to go from fully open to fully closed - or vice-versa. There鈥檚 also a rear window that can be lowered with the roof closed (although not raised with the roof open) to allow more noise into the cabin.

While the folding roof robs the i8 of it鈥檚 Porsche 911-esque rear seats, BWW does compensate you with an additional 100 litres of storage behind the front seats. The rear boot remains the same as a Coupe, and is big enough for a generously-sized overnight bag. While the roof may be fabric, the front half has a carbon-fibre panel inserted in it to maintain a sleek appearance and aid aerodynamics. The only additional strengthening is in the hollow A-pillars and header rail - required for the relevant rollover tests. In total, the i8 Roadster weighs 60kg more than the Coupe. Removing the roof also required a few other tweaks to the Roadster鈥檚 body, including the fitment of a small splitter positioned behind the front bumper to balance the airflow and prevent the need for a rear spoiler. The vent on the bonnet also had to be closed - with the hot air from the car鈥檚 radiators now redirected under the car as opposed to over the windscreen and into the now open cockpit.

Those trademark butterfly doors are new, too. Accompanying the external changes, BMW has also fitted the i8 Roadster with its latest eDrive technology, which means the capacity of the lithium-ion battery has increased. This provides the electric motor with an additional 12bhp (now 141bhp) - boosting the car鈥檚 EV range to 33 miles. However, this increase in cell density does mean a longer charge time. That improved battery range is instantly noticeable, too. Whereas in the original Coupe the electric motor could be easily side-lined by the turbocharged petrol engine, now the electrified elements of the powertrain are far more willing and able to take on longer and quicker driving duties. And when you鈥檝e depleted the batteries, the brake regeneration and the three-cylinder petrol motor recharges them much quicker than before, as well. New spring and damper settings have given the i8 Roadster a more direct front-end, although the electric power steering still has little feel, requiring a small leap of faith that the nose will go where you need it to. But there鈥檚 more grip, less understeer and the tyres work far harder than before. Through quicker corners and on cresting roads, the i8 is now far more resolved, and inspires more confidence than the early Coupe. Combine a fully-charged battery with the three-cylinder engine - whose turbo you can now hear chuff away - and the i8 is now far more of a sports car than before. Yet despite not being considered as a roadster from the outset, the i8 works remarkably well as a piece of design. In fact, with the roof open it鈥檚 more striking than its Coupe counterpart from every angle. However, it still requires an element of physical dexterity to get in or out.

I am a fanatical Porsche enthusiast. I love all things Porsche. This has led me to explore the depths of the automobile brand including some of the least known items the marque is known for. My latest journey - Porsche bicycles and running! When I was 11 years old, I fell in love with Porsche cars. Delivering the morning newspaper on my Schwinn ten-speed bike brought me face to bumper with a white 911T each morning and from there I was hooked. Some of my more prized Porsche possessions are my three Porsche bicycles. Yes, three. One is a 100% original 1996 Bike S. The other is a heavily modified 1998 Bike S I use for road and mountain riding. And the latest is a touring-style 2004 Porsche Bike X that I turned into a road bike. I have ridden these three bikes over 4,000 miles in the last two and a half years. In 2016, I rode many training miles in preparation for a 53-mile ride in the California Sierra foothills, a 72-mile ride around Lake Tahoe and the grand finale ride of 100 miles at the Sacramento Century. And this blog shared every mile! 2016 and 2017 were great years of riding. What could possibly follow that? My latest goal is to add running into the mix of Porsche bike riding. I bought a special pair of shoes for this effort - Porsche Design Endurance Boost running shoes.

Anyone who is related to or friends with a petrolhead knows a track day makes the perfect present. Giving a keen motorist the chance to try their hand at driving, free from the shackles of traffic and constraints of the rules of the road, is certain to go down well. Learning how to drive on the track is bound to improve one鈥檚 ability to control a car on the road, too. But that logic doesn鈥檛 work the other way round, does it? Surely professional racing drivers consider public roads mundane, and their expertise means they have little to learn from the world of merging in turn, giving way at roundabouts and keeping their distance from the car in front? Well, IAM Roadsmart (formerly the Institute of Advanced Motorists) thinks differently, and has decided to put a group of 19 racing drivers through its advanced driving test. The aim is to highlight the transferable skills between track and road, and emphasise the importance of the advanced driving test, even for the most skilful motorists.

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The automotive industry is changing faster now than it has for decades. More people are waking up to the virtues of plug-in hybrid vehicles, so manufacturers are ramping up investment in the technology. MINI is the latest car maker to surf that wave. It combines low running costs with decent performance in a practical off-roader body, but it has a tough job on its hands going up against our favourite plug-in hybrid family car, the Volkswagen Golf GTE. The VW may not possess the MINI鈥檚 rugged looks, but it has quality, sharp handling and efficiency. However, both will have to overcome the challenge from Britain鈥檚 favourite plug-in hybrid, the Mitsubishi Outlander PHEV. The Japanese car is a bigger SUV than the MINI and a completely different body style from the Golf, but all three cars claim to offer practicality and parsimonious running costs. Which is the most convincing? The Countryman S E is MINI鈥檚 first plug-in hybrid.

With a 134bhp 1.5-litre three-cylinder petrol engine mated to an 87bhp electric motor, the 拢29,075 S E ALL4 offers surprising pace, all-wheel drive and impressive claims of up to 134.5mpg. Can it deliver on its on-paper promises? The Countryman S E might be heavier than conventionally powered models, but it retains that sense of fun that has been a MINI trait for years. Still, that 1,735kg kerbweight means the MINI isn鈥檛 as agile as the Golf. The steering is quick and with plenty of grip turn-in is positive - plus the electric four-wheel-drive system gives good traction and you can feel the subtle boost from the motor under full throttle. On test the Countryman served up an impressive 0-60mph time, taking just 6.4 seconds to cover the sprint. It鈥檚 helped by the automatic transmission that shifts smoothly and contributes to the overall relaxing experience on the move. In gear, the instant torque from the electric motor gave excellent response as the MINI accelerated between 30 and 50mph in fourth in 3.1 seconds, while there鈥檚 plenty of urge to roll along in EV mode.

You get some three-cylinder thrum from under the bonnet when the engine kicks in, but the car is relatively refined at speed. However, the chassis has been stiffened to cope with the extra weight of the battery pack, so the Countryman doesn鈥檛 float over bumps with as much composure as the regular car. Push harder and the extra weight is noticeable through the looser body control as the dampers struggle to control the mass. It鈥檚 a fair match for the Golf, however, and is far more composed and fun than the Outlander. You can also tweak the drive modes for extra efficiency or a sportier feel; the latter adds weight to the steering, but the default mode is best. An area where the Countryman scores well is its brakes. Pedal feel on these regenerative set-ups can be vague, and although the MINI isn鈥檛 perfect, it鈥檚 one of the better ones we鈥檝e tested.

Testers鈥?notes: 鈥淭he way the Countryman combines its petrol and electric propulsion is slick. Recently facelifted for 2017, the VW Golf remains the only car on sale in the United Kingdom offered with petrol, diesel, full electric and hybrid powertrains. Here we test the 拢29,635 plug-in hybrid Golf GTE in Advance form, which costs 拢560 more than the MINI but is 拢2,170 cheaper than the Outlander. Can it convert that into victory? The GTE sits at the sportier end of the plug-in market, combining GTI performance with even lower running costs than the Golf GTD. However, it doesn鈥檛 drive with quite the same verve as those cars, but it鈥檚 closely matched with the MINI and more enjoyable than the Outlander. The suspension has been tweaked and is stiffer to cope with the weight of the battery pack mounted underneath the boot. To give an idea of how much this weighs, the GTE is 250kg heavier than a GTI. It doesn鈥檛 change direction as sharply as other Golfs as a result, but it鈥檚 more alert and agile than the MINI, helped by its lower centre of gravity, while the Outlander simply can鈥檛 compete.

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Creating a car that handles with composure and a sense of fun is a challenge for manufacturers, but to do so from the starting point of a tall and relatively heavy SUV is even more taxing. Remarkably, the X4 is a sure-footed SUV that makes it easy to forget its size and shape from behind the wheel. While it鈥檚 based on the X3, it feels a little more sporty. That鈥檚 partly down to the view from the driver鈥檚 seat, but the X4 also has stiffer suspension and a wider rear track. The result is that the X4 handles with remarkable composure, and rarely feels like a tall vehicle considering the way it behaves through corners. Despite the sporty handling, the X4 is a comfortable car to travel in. Even in M Sport guise the ride remains composed and avoids feeling too firm. Only the occasional large bump causes any discomfort in the cabin, but the optional adaptive dampers give even greater comfort when in their softest setting, so they鈥檙e a worthwhile upgrade.

That gives the X4 the ability to cope with broken urban roads, motorways and challenging B-roads with equal ease, and even though the X4 is designed to provide a sporty driving experience, it retains good off-road ability too. The eight-speed automatic transmission, available as an option on xDrive20d models and standard across the rest of the range, is excellent in the X4. It shifts smoothly and quickly when in automatic mode, and the seperate drive modes means the gearbox changes its shift points depending on the setting for better performance or economy. Manual shifting is also possible, either by the paddles on the back of the steering wheel or by using the gearlever for full control. The 2.0-litre diesel unit found in the xDrive20d is likely to be the most popular choice, and it performs very well in a variety of circumstances. Although it is not as quiet as the equivalent four-cylinder Audi engine, it still offers good refinement, and balances decent performance, with a 0-62mph time of 8.0 seconds, with impressive fuel consumption of 52.3mpg combined. Moving up to the xDrive30d brings the additional performance of the six-cylinder 3.0-litre diesel unit, with the further benefit of it being significantly smoother than the four-cylinder diesel. It turns the X4 into a genuine performance car yet only results in a small penalty in terms of increased fuel consumption. The M40d model is quicker still, with the twin-turbocharged unit pushing the X4 from 0-62mph in only 4.8 seconds and delivering rapid response to the driver鈥檚 inputs. The only petrol engine currently available is the 3.0-litre twin-turbocharged unit in the M40i model, and is also biased towards performance. Its six-cylinder configuration means the engine is smooth even at high revs and provides impressive acceleration, although it is no faster from 0-62mph than the M40d model but has higher fuel consumption.

Other big five-seat SUVs to consider include the Volkswagen Touareg, Audi Q5, Mercedes GLC and BMW X3, but you鈥檒l pay more for all of these models, especially the latter two. However, we鈥檇 say that they鈥檙e all more accomplished than the Ford, so if you can find the extra money it鈥檚 worth spending it. The same goes for the Land Rover Discovery Sport, which comes with five or seven seats depending on trim level. Standard headlights are poor; optional LED alternatives do a far better job. Condensation can form in the rear light clusters. This is a design feature and is covered in the manual. Check how much tread is left on each tyre. Good replacement rubber costs 拢200 to 拢250 a corner. Problems with the media system include radio, phone and navigation glitches; software updates can help. The lack of a third row of seats ensures plenty of space for five people.

The Edge offers one of the roomiest cabins in its class. It also has a big boot, capable of stowing 602 litres with the seats up or 1,847 litres when they鈥檙e folded. With lots of cubbyholes, comfortable, supportive seats and a clear dash, the interior is an appealing place. You can buy a nearly new Ford Edge for between 拢21,499 and 拢32,990 on our sister site BuyaCar. A service is required every two years or 18,000 miles, with prices depending on who maintains your Edge. A minor check costs 拢155-拢272 according to the dealer鈥檚 location, while a major service ranges from 拢211-拢299. The 2.0 TDCi engine features a cambelt, which should be replaced every 10 years or 125,000 miles (the work costs around 拢450). Few of these cars have covered more than 20,000 miles, however, and the oldest examples have yet to celebrate their third birthday. Fresh brake fluid is needed every two years, while an air-con service every two years costs 拢60-拢90. The Ford Edge has been recalled just once so far, with the campaign being started in June 2016. It affected cars fitted with adaptive LED headlights, which could switch off because of a problem with their controlling software. Edges built up to February 2016 were potentially affected, but the fix was straightforward: the car鈥檚 ECU was updated with some fresh software. Drivers are keen on the value that the Edge offers, plus the driving experience, spacious cabin, comfort levels and reliability, with seemingly no downsides reported.