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Audi will introduce its first volume electric car this year in the form of the e-tron SUV. Fellow Volkswagen Group member Porsche will follow in 2019 with its own electric car in the form of the production version of 2015's Mission E concept. The two cars ride on distinct platforms developed independently, C-BEV in the case of Audi and J1 in the case of Porsche. However, for the automakers' next-generation electric cars which will be arriving as early as 2021, a jointly developed platform dubbed the PPE (Premium Platform Electric) is in the works. The PPE will be flexible enough to spawn low- and high-riding models in multiple size categories. The VW Group has already locked in 鈥渢hree model families,鈥?two of them for Audi and the remainder for Porsche. About 550 engineers from Audi and 300 from Porsche are currently working on the project. By teaming their efforts, Audi and Porsche, and any other VW Group brands that use the platform, will be able to get electric cars to the market faster and at significantly lower cost than if they continued independently. It also enables them to create a larger scope for the platform, not only in the area of electrification but also in digitization and self-driving capability. 鈥淚f we had to tackle the challenges ahead on our own, the costs would be around 30 percent higher,鈥?Porsche CEO Oliver Blume said in a statement. Audi will also rely on the MEB (Modular Electric Toolkit) platform developed by Volkswagen, for its compact cars. Meanwhile, Porsche is thought to be working on a separate platform for electric sports cars, referred to as the SPE (Sports Platform Electric).

Known as the 987 series. If you can afford a decent used Porsche Boxster then don't wait, don't miss out, these are great cars to own and nowadays can be purchased for little more than a miserable hatchback. We live in a world where exciting new developments are being announced all the time, though the reality often turns out to be a relatively modest step forward. All the more reason to believe that a very special group of people will be particularly pleased to hear that Porsche, one of the most exclusive carmakers in the world, has produced a new model. It鈥檚 an open two-seater with a 6-cylinder, horizontally-opposed engine (boxer) mounted between the front and rear axles. It has 2 luggage compartments. It鈥檚 called the Boxster (Boxster and Roadster). There are mass-produced roadsters, and there鈥檚 the Boxster. That really says it all. The Boxster didn鈥檛 come off the shelf. Some companies might take a limousine engine and maybe an existing under body or axle assembly and simply come up with a novel way of putting them together. The Boxster, on the other hand, was developed from scratch as a completely new car. Its design is not based on a search for synergy, nor is it a computer product. It was born in the imagination and passion of a small group of people. It鈥檚 all new, from the first design sketch to the last bolt. That鈥檚 why it arouses something which is increasingly rare in our digitised and rationalised world: emotion.

Ford Mondeo Vignale 2015 - Everything sounds fascinating in Italian, even the word for leakage undoubtedly. That is the reason Ford has scrounged around in its brands locker and brushed the dust off Vignale for its new Mondeo extravagance trim level. Back in the '70s when Ford procured Ghia, it additionally acquired the name of Alfredo Vignale, a coachbuilder who'd made bespoke Ferraris and Alfas. After a few false first lights on idea autos, Vignale is at last out of hibernation. It replaces the leader Titanium X Sport in the Mondeo range. You'll recognize a Vignale by the lashings of chrome united onto the cantina or bequest body: nameplate, side accents, grille edging, boot strip. What's more, the shiny metallic completion, with additional enamel: the extraordinary dispatch shading is nocciola (yes, hazelnut). There's a hexagon theme in the grille, which additionally shows up on the cowhide seats. Portage has restored the Rover.

Does the new Ford Mondeo Vignale feel premium? You may think the standard Mondeo an unpromising begin for an extravagance auto: in places, its materials are as welcoming as a sandpaper-lined bathtub. Thankfully the Quasimodo plastic dashboard is altogether veiled by cowhide from Bentley's supplier, and tied down with exact, steady sewing. The consistent auto's grasping seats are swathed in the same dairy animals stow away, and the hexagon example is an exquisite thrive: these agreeable roosts are the Vignale's champion element. In any case, points of interest, subtle elements, Ford Mondeo Vignale 2015! Notwithstanding all that, the Mondeo body is a strong base on which to designer a truly refined auto. Thickened glass, additional protection and Active Noise Cancelation is standard, and given smooth landing area the Vignale is calmer than a religious community. Receivers identify motor commotion levels, and transmit an invalidating counter-recurrence through the updated speakers. Portage asserts the Vignale is 2dB calmer than the Mondeo. The Ford Mondeo Vignale set-up is solace one-sided, with the body riding calmly, joined by amazing mechanical refinement. The directing is a touch inert off the dead-ahead, yet fab through quick twists, and the body, fitted with discretionary all-wheel drive, nourishes back hold levels like a rally pro calling pace notes. Portage predicts around 10% of 18,000 yearly Mondeo purchasers will full for a Vignale. They won't be tempted by FordStores' Vignale 'lounges': successfully a screened-off couch with all the peacefulness of closing the draperies around your doctor's facility bed, however the touchscreen table - think monstrous Surface tablet for speccing autos - is perfect. Clients can get a 'relationship director' to mastermind adjusting accumulation and conveyance. Ford Mondeo Vignale feels like a guarded move, and Ford doesn't expect a rush of Audi purchasers. The execution will must be much more honed with the expected S-Max and Kuga Vignales. The Mondeo feels more Aldi than Audi.

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The next BMW 6 Series will be a sports car designed to take on the Porsche 911 - Exclusive! BMW is preparing a sports car rival for the Porsche 911 - as well the separate return of the 8 Series badge - Auto Express can exclusively reveal. The German brand is hatching a radical plan to realign its 6 Seriesmodel as a smaller, more agile sports car - allowing space at the top of the range for the return of the 8 Series. 鈥?The BMW 8 Series is back! New GT range to include M8 supercarBMW has not contemplated a Porsche 911 rival before but the newMercedes-AMG GT鈥檚 arrival as a competitor to the 911 has changed that. BMW has earmarked the 6 Series as the car to fill the that gap in its range. A smaller 6 Series could feasibly be based on the shared sports car platform that BMW has been working on with Toyota. Auto Express understands that the current proposal is for the 6 Series to become a sports car and convertible only, with no Gran Coupe in the future. This model would live on as an 8 Series Gran Coupe - offered alongside the two-door coupe and a convertible.

An American Honda spokesman told the Associated Press that the driver was likely killed by other injuries sustained in the high-speed crash and not those inflicted by the defective airbag(s). The 2007 Civic is not currently part of Honda鈥檚 recalls in the U.S., but it might be added to the list soon. UPDATE 2/3/2016, 10:15 a.m.: Mazda has recalled all 2004-2006 B-series pickups for potentially defective driver鈥檚-side airbags. The B-series is a rebadged Ford Ranger, and this recall expansion mirrors the one we described on January 26 for the Ranger. Some 19,000 Mazda trucks are affected in the U.S., Puerto Rico, and Saipan. These B-series models had previously been recalled for their passenger-side airbags. In total, Mazda says it has issued recalls for 442,266 driver鈥檚-side airbag inflators and 416,475 passenger-side inflators. The up-to-date list of Mazdas is below; many have recalls outstanding for multiple airbags. UPDATE 2/3/2016, 6:00 p.m.: Honda dealerships in the U.S. Honda products: 2007-2011 CR-V, 2011-2015 CR-Z, 2009-2013 Fit, 2013-2014 Fit EV, 2010-2014 Insight, and 2007-2014 Ridgeline.

According to Automotive News, if dealers don鈥檛 abide by the stop-sale order, they could be liable for any injuries that occur as a result of defective Takata airbags in these cars, which number some 1.7 million. The aforementioned vehicles have not yet been added to our list below because the news is not yet official. UPDATE 2/4/2016, 8:30 a.m.: Honda has officially issued recalls for Takata-supplied 鈥淧SDI-5鈥?driver鈥檚-side airbags on 2.23 million vehicles. The Honda-branded vehicles are: 2007-2011 CR-V, 2007-2014 Ridgeline, 2009-2014 Fit, 2010-2014 FCX Clarity, 2010-2014 Insight, 2011-2015 CR-Z. Acura vehicles affected by this recall are: 2005-2012 RL, 2007-2016 RDX (early production MY2016 vehicles only), 2009-2014 TL, 2010-2013 ZDX, 2013-2016 ILX (early production MY2016 vehicles only). These vehicles have been added to our list below. Older vehicles and those in high-humidity locales will be given priority for the replacement parts. In the meantime, dealers have been issued stop-sale instructions for affected vehicles that haven鈥檛 been repaired.

These recalls are in addition to the 6.28 million Hondas and Acuras that had already been recalled for their airbags. UPDATE 2/8/2016, 11:00 a.m.: Seat-mounted side-airbag inflators with the code name 鈥淪SI-20鈥?are now under recall. Takata says this recall is limited only to inflators manufactured between December 13 and 14, 2014. A total of 1129 Volkswagen and General Motors vehicles from the 2015 model year are equipped with these inflators. NHTSA began investigating Takata side airbags in August after a side airbag in a 2015 Volkswagen Tiguan ruptured in June. UPDATE 2/9/2016, 2:10 p.m.: Daimler is recalling some 705,000 Mercedes-Benz cars and 136,000 Daimler vans in the U.S. NHTSA has indicated that the vehicles could contain defective Takata-supplied airbags. The Mercedes-Benzes are all from the 2005-2014 model years: SLK, C-class, E-class, M-class, GL-class, R-class, and SLS. The newly recalled vans are 2007-2014 Sprinters with Dodge, Freightliner, or Mercedes badges. UPDATE 2/10/2016, 11:30 a.m.: Audi, BMW, and Volkswagen are recalling some 1.7 million U.S.-market vehicles for potentially defective Takata-sourced driver鈥檚-side airbags.

The Audi recall covers 170,000 vehicles from model years 2006 through 2013. The Audis involved are: 2006-2013 A3, 2006-2009 A4 cabriolet, 2009-2012 Q5, and 2010-2011 A5 cabriolet. BMW is recalling 840,000 vehicles from 2006 through 2015; these vehicles weren鈥檛 among the roughly 765,000 that BMW had previously recalled for Takata airbags. The Volkswagen-branded vehicles, numbering 680,000, are from 2006 through 2014. The VWs involved are: 2009-2014 CC, 2010-2014 Jetta SportWagen and Golf, 2012-2014 Eos and U.S.-built Passat sedan, and 2006-2010 German-built Passat sedan and wagon. UPDATE 2/13/2016, 11:30 a.m.: NHTSA has updated its website with more specifics regarding what Mercedes-Benz models are affected by this recall. They are detailed in an update to this story that we published earlier this week. Also new to the list below is the 2006-2007 Chrysler Crossfire, which was based on a Mercedes-Benz. A total of 5283 Crossfires have been recalled. UPDATE 2/16/2016, 11:00 a.m.: General Motors has added roughly 200,000 Saab and Saturn products in the U.S. Canada to its list of vehicles covered by this recall. The cars involved are: 2003-2011 Saab 9-3, 2010-2011 Saab 9-5, and 2008-2009 Saturn Astra.

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The 2017 Jaguar F-Pace fits right into the middle of one very important luxury-crossover battleground that now includes just-right mid-sizers like the Mercedes-Benz GLC, BMW X3, Cadillac XT5. Yet what makes this luxury vehicle quite different is that it neither starts as an existing car that鈥檚 been made more rugged nor a rugged vehicle that鈥檚 been given more carlike attributes. In short, the F-Pace is what it is, and it was created as a vehicle that feels like a sports car inside, yet has some of that additional capability on the outside. Callum, who can be credited with the more modern look of Jaguar that the brand has developed over the past decade, with models like the XF and XJ sedans, and then the F-Type sports car, appreciates simplicity and elegance. It speaks volumes that, unlike many designers, Callum doesn鈥檛 dream of the day when instrument panels have been retired for touch screen; he鈥檚 a big proponent of simple functionality, in physical buttons and tactile switchgear.

From our walkaround and chat, here are some Q&A insights from Callum on why the F-Pace looks the way it does, and how this model fits right in as a Jaguar. You鈥檝e said in the past that an SUV wouldn鈥檛 be a good fit for Jag. What makes it different now? The first time I was asked was 16 years ago. My answer was no, we have other things to do that were more important to me. We have to build a sedan range, we have to fix the family, and we have to build a sports car range. 鈥檛 a priority. And then as the years went by and we fixed the priorities, we got that right and the world was telling us on no uncertain terms this is what they wanted鈥攅specially in the U.S. China, where in the next two years this segment is expected to grow another 40 percent. So not to be in this sector would be a little naive, for the sake of purity.

Dealing with these proportions, that鈥檚 not an easy thing to do. It runs against you all the time. I鈥檓 happy when I see this car on the road, I know it鈥檚 not an F-Type, but it feels very much in the family. And that was deliberate; you see F-Type cues all over it. The F-Pace uses a completely new platform. Why this packaging and this size? The nice thing is that it was a blank sheet of paper. We didn鈥檛 have a given platform or floorpan to work on. We didn鈥檛 have a wheelbase or track to work on. We sat down with the first principles, and amongst us, the engineering team and myself, we worked out what we wanted out of this car dimensionally, and how the wheels would sit. And how the car would generally look. We鈥檝e never had that before. It was a great opportunity to do exactly what we needed to do.

Our mission was to create something that was clearly packaged a certain size鈥攖he dimensions of the car were something we all agreed upon鈥攁nd my mission was to create the most elegant SUV I possibly could, given those dimensions. As I said to the design team, we鈥檙e not going to negotiate those dimensions鈥攚e often do on sedans, and especially sports cars, because our mission is to get everything right. But we had to meet particular dimensions, that鈥檚 what these cars are like. The F-Pace is less rugged-looking than most utility vehicles. Is this to help differentiate it from Land Rover? It wasn鈥檛 the intent. The intent was to make it look like a Jag. And if the consequence of that is that it doesn鈥檛 look so rugged, then so be it. But I think it looks quite tough. The primary attribute of this car is really on the road use. I鈥檓 sure it鈥檚 very capable off-road鈥攊n fact I know it is. But it鈥檚 not the way we want to pitch this; we want to pitch the car as most sport utility vehicles are driven, in urban situations. Primarily it has to be elegant.

It has to have a sense of beauty about it. The proportions are challenging, because beauty鈥檚 usually about lowness and sleekness, but we鈥檝e transferred that to something that鈥檚 a bit more utilitarian, a bit more practical. 鈥檛 deny it, it鈥檚 something that has to be done. It鈥檚 not like packaging a two-seater sports car. The sheetmetal is remarkably smooth and uninterrupted. Are the aggressive sculpting and creasing on some models' side sheetmetal things that you find unattractive, or just not Jaguar? It鈥檚 not Jaguar; I think it鈥檚 unattractive, and it鈥檚 confusing. What I try to do is create lines and forms that people can understand easily. Some cars I look at and think there are so many lines in them you don鈥檛 know where the emphasis is anymore. Every new line has to complement the other one rather than destroy it. I look at a lot of cars and think that there are lots of lines here, I don鈥檛 know what the focal point is. And I do believe here I have a focal point; it鈥檚 in the creases and the haunches and the surfacing.

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Lights flicker underneath champagne-dry powder that dusts the old marquee at the Egyptian Theatre in Park City, Utah. When it was built, the Egyptian was a brick-and-mortar commitment by the boomtown to finer arts like theater and opera, surprisingly common among the mining outposts that dot the Rockies in Utah and Colorado. This morning, decades after the silver mines ran dry, Park City bustles with a new kind of gold rush. Sundance Film Festival organizers scurry in the cold morning at the Egyptian to ready the theater on Main Street as Hollywood鈥檚 winter home. The sun barely peeks over the Wasatch Mountains. Theaters like the Egyptian are the new star for Park City. Outside, the Q8 basks in a similar dawn. But both have bright lights for a new era. The goal for the Q8 was to sit on top of the automaker鈥檚 lineup for crossovers, but there are bigger brass rings to reach for Audi. The Q8鈥檚 exterior draws flared fender blisters from the Ur-Quattro sports cars and a thick rear roof pillar looks like the Quattro鈥檚 hatch if you close one eye from 10 feet away.

Any other similarities feel like a bigger stretch. The all-wheel-drive system in the Q8 draws a more direct line鈥攊t鈥檚 actually called Quattro鈥攁nd is a full-time system like the Audi racers of yesteryear. The system is rear-biased, too, but the Q8鈥檚 5,000-pound heft serves a 2.5-ton anchor to sink any further comparisons. The Q8 is the biggest, most expensive crossover from a brand that will sell more crossovers to U.S. Although it stops short of offering bleeding-edge, self-driving tech from the A8, or batteries like the E-tron, the Q8 will be Audi鈥檚 workhorse now and in the near-to-now. What about the R8? The view behind the wheel of the 2019 Q8 doesn鈥檛 bear the symbolic weight of Audi鈥檚 future鈥攅ven if the car鈥檚 curb weight does. Swathed in leather and bursting with ambient LED strip lighting, the Q8 glorifies and prefers deliberation. The car鈥檚 32 inches of high-definition screens (12.3 inches in the instrument cluster, 10.1 for infotainment, and 8.6 for climate and vehicle controls) are all presented in widescreen format鈥攁s long, flat, and seemingly unending as the horizon.

The steering is similarly relaxed like an unbroken sunset. The Q8 hardly relays any drama through its steering wheel, and while the standard adaptive suspension toggles between Comfort and Sport readily鈥攊t doesn鈥檛 stray too far from the former, even if it鈥檚 in the latter. Press the start button and the Q8鈥檚 turbocharged 3.0-liter V-6 engine thrums quietly outside of thick dual-pane glass that wraps around a cabin that doubles as a sense-deprivation chamber. Its 5.6-second sprint to 60 mph never feels rushed, and the V-6鈥檚 335 horsepower feels confident among its contemporaries鈥攓uick but not groundbreaking stuff. The Q8 shares much of its hardware with the Q7鈥攚heelbase, powertrain, among other things鈥攂ut skips the third row in favor of more spread-out space in the second row. With more than 40 inches of rear-seat leg room, the Q8鈥檚 best for full-grown kids or better yet, no kids at all. The short of the long? The Q7鈥檚 good up until they leave for college. The Q8 is better when you don鈥檛 have to pay for college anymore.

That may be an affront to those who still consider Audi to be the poster child for all-wheel-drive blitzes up mountain passes, fueled by leaf blower-sized turbochargers and whistling wastegates. The Q8 takes a bigger trophy for Audi: it鈥檚 easily the most comfortable crossover Audi makes and one of the best on sale today. There鈥檚 more money out of that race-car fantasy and in to sales reality. Time for honesty: Crossover sales figures and brand heritage do less for me than experimental short films. When the Q8 is most exciting is when the drive isn鈥檛. Life, family, and love have given me more experience on U.S. Highway 6 in Utah than I鈥檇 like to admit in mixed company. The road that connects the Salt Lake metropolis to Moab鈥攐r for me sometimes, a shortcut to Interstate 70 en route to Denver鈥攕tarts with promise south of Provo. The achingly pretty road winds on itself through Spanish Fork Canyon, mirrored by the Spanish Fork River.

By the time the road reaches Helper and its Indiana Jones-inspired mine carved into a mountain, U.S. 6 irons out into a feature-length bore until Green River. The Book Cliffs to the east provide visual drama to a drive that feels more likely to end at Godot instead of a final destination. It鈥檚 here that the Q8鈥檚 comfort and quiet ride are appreciated more than its adherence to a bygone era of sports cars. Although the Q8 rides on at least 20-inch wheels (21- and 22-inchers are available), the flashy big dubs are tamed to veritable pillows by the time the standard adaptive suspension is done with them. The Q8鈥檚 optional air suspension? Nearly mandatory for 21-inchers, and 22-inchers are hardly advised for anyone with a family or personal history of back pain. For hours, the Q8 slicks through the high-desert air as driver and passengers flick through smartphones and infotainment hardware.

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Daimler鈥檚 brainchild, Mercedes-Benz, is continuing the adoption of SMSC鈥檚 Media Oriented Systems Transport networking technology for the latest generation of the M-Class. The tech was introduced in the first generation of the M-Class. Now on its second round, it comes with an entirely new set of infotainment features in the new M-Class, namely a dominant instrument panel with a large color screen for infotainment, navigation and communication. The MOST system will be in charge of connecting different kinds of infotainment devices in the M-Class. 鈥淲e are pleased to continue to be selected by Daimler as the in-vehicle networking system of choice for this prestigious Mercedes-Benz model,鈥?says SMSC鈥檚 Automotive Information Systems group Vice-President and General Manager Dr. Christian Thiel. 鈥淎pproximately 108 cars worldwide have been equipped with MOST technology so far. The MOST system lets the driver and passengers access a wide range of feature-rich infotainment systems which include multimedia functions such as CD or DVD changers, AM/FM radio, GPS-navigation systems, mobile telephones and digital media interfaces. Put simply, it鈥檚 going to up the level of fun in the new M-Class to new heights. So watch out for it if you鈥檙e planning to invest in this premium SUV.

Anyhow I'll take each one of those catches, much obliged. Is anybody astounded that the 2015 Porsche Macan Turbo is really a fun vehicle to drive? On the off chance that you will be, you shouldn't be, on account of the Cayenne is evidence that Porsche knows a thing or two about making things other than games autos handle truly well. Is there any question that the Cayenne feels lighter on its feet than its Audi Q7 and Volkswagen Touareg cousins? Nope. With the Macan, its the same story. Rapidly its a venture in front of the Audi Q5. Without a doubt the discretionary 21-wheels wrapped in 295/35 Michelin Latitude Sport 3 elastic helps a considerable measure, however the suspension, controlling and brakes help structure a bundle that is extremely decently sorted. Prowling through the slalom at Michigan International Speedway, the Macan Turbo feels planted, taking care of the side-to-side moves well and the front end turning in with great nibble. It's without inquiry the best hybrid that I've taken through the cones. It would be fascinating to perceive how the Audi Sq5 would admission contrasted with the Porsche, however. That would have been a decent consecutive test.

Around the street course at MIS, the Macan Turbo additionally does well. Not certain what number of Macans will see track work, yet its surely fit for going out for a session or two on the off chance that you would like. Controlling feels immediate, and the brakes stayed under the auto generally with just a little blur clear after some hard lapping. The darn thing is fast in a straight line, as well. We got this 4,200-pound family hauler to hit 60 mph in 4.2 seconds reliably utilizing dispatch control. Covering the quarter-mile took 12.8 seconds at 108 mph, as per our Vbox information recorder. What's more those are uncorrected, truly happened numbers. On street, this Macan Turbo does experience the ill effects of a considerable measure of tire commotion, which shouldn't be a stunner with those 35-arrangement sidewalls. Each development joint causes the tires to emanate a "thud" into the lodge, which may get tiring after a bit. The thin sidewalls will likewise make you additional aware of potholes, however that is the situation with any execution vehicle.

The air suspension does give back a decently padded ride, however, even on these tires. I do like Porsche lodges a considerable measure. They're generally well manufactured with decent calfskins all through and enormously agreeable seats. Furthermore I'm a firm professor in customary hard catches. Porsche utilizes a considerable measure of them, which may make some whine around a jumbled focus stack, yet I'll take that any day over a touchscreen that obliges scrolling through a pack of menus. Long live hard catches! What's more sound framework volume handles! Looking around, there truly aren't numerous hyper execution extravagance hybrids of this size available. Mercedes-Benz doesn't have an AMG rendition of the GLK, and the main BMW M hybrids are the X5 M and X6 M which have a bigger foot shaped impression than the Macan. I did notice the Sq5 as of now with its 354-hp supercharged V6, yet that is all the more in accordance with the execution of the Macan S and not the Turbo. 73k base cost is a great deal of plunder that can get you into one uber fueled SUV in case you're ready to grow the pursuit parameters some.

65k with a sounding 6.4-liter Hemi V8 releasing 475 hp. Don't know what number of individuals will cross shop the two, yet there you go. I'm not certain what I perceived first when I jumped inside the 2015 Porsche Macan Turbo: The agreeably extensive feel of the lodge, a driving position suitably high and upright enough for the normal hybrid purchaser, or the fragrance. This is the thing that a primo six-figure Q5 emanations like, people. It's about as a long way from another Toyota Corolla or Kia Forte as you can get, and that is an incredible thing. Material quality and fit and completion are what you'd expect on a Porsche, however I did think the catch overwhelming focus stack resembled one of those pretentious Vertu cell phones rich fellows like to be seen utilizing. However, those same gentlemen like to be seen driving Porsches. The extents are satisfying, however there are nitwit tack-ons, in the same way as the carbon fiber "razor sharp edge" over the rockers and the goofy carbon spoiler on the tailgate.

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I drove the 2015 Land Rover Range Rover Supercharged LWB last week around New York, and I have nothing to report. No arguments with garage attendants over whether or not they 鈥渉ave room鈥?to keep the big rig for the weekend. No inter-car gestures with highway rowdies about who cut off whom on a blind spot along the FDR Drive. No sweat involving the long-shot parallel park. It鈥檚 a real problem when you鈥檙e trying to write a car review. It鈥檚 also admirable, considering that this Rover is an expensive tank. The LWB on this Range Rover stands for 鈥渓ong wheel base,鈥?123 inches long to be exact鈥?0 inches longer than a Porsche Cayenne. It鈥檚 very nearly as heavy as the 5,800-poundCadillac Escalade, which is the largest in the class. In fact, its rectangular body lines are about as low-key as you鈥檒l get in a six-figure SUV, depending on the color combinations you choose (mine was 鈥淐auseway Grey鈥?outside, with an ebony interior and trim). Its well-tightened chassis and instantaneous steering response make driving it less about elbowing a bull around a china shop than about smoking those truck drivers eyeballing you from across the stoplight. 115,000 Porsche Cayenne Turbo.

If you鈥檙e looking for something that can hold its own around a racetrack but won鈥檛 embarrass you on a muddy overland expedition, this鈥檒l do. Sure, those others will do, too鈥攁nd well. Pumping through its eight-speed paddle-shifters feels like commanding a heavy souped-up speedboat. You hear the power initiate in the center of the machine then feel it propel everything forward. If there鈥檚 one thing you can say about the Range Rover Supercharged, it鈥檚 that it instills supreme confidence among its drivers. One of the things I like most about the Rover Supercharged is that from behind the wheel I felt incredibly protected. The car comes standard with front, side, and head curtain airbags, side-door impact beams, power-operated child locks on all doors and windows, front and rear park distance control, rear view cameras, and an anti-trip feature on the windows and sunroof. Failing all that, the 24-hour Land Rover road recovery service comes included.

It has permanent four-wheel drive and hill-descent control, which I found particularly useful on some of the steeper inclines in the East Village's more hidden parking garages. You probably won鈥檛 much notice the enhanced air suspension system with multiple modes (access, standard, off-road, and extended height) in city driving, but it鈥檚 a bonus that places this SUV in off-road-capable territory, despite its luxury pedigree. There鈥檙e plenty of other fun things to get, too. You might as well go all-in. 1,560, you get a Driver Assist package that includes a lane departure warning system that can identify street signs, along with a system specifically developed for flawless parallel parking. These run just slightly more expensive than the options you鈥檇 find in some of the aforementioned competitors, but I recommend getting them because otherwise, the interior of the Rover can seem a bit stark. Plus it completes the idea that when you drive this thing, you鈥檙e untouchable. 63,000 Range Rover Sport. You spend the extra dough on this version for the extra space, not for anything particularly exclusive behind the wheel. That said, it has the well-made feel of maximum, premium utility. I loved using those tailgates. They open up to an enormous trunk space adequate for weeks' worth of jet set caliber luggage, but they also allow for civilized living (nothing so crass as slamming the trunk here). Plus, they鈥檙e beautiful to watch operate. I loaded a massive cow-hide into mine. It鈥檚 a long story. Those doors say a lot about the nature of this bull, come to think of it. The Range Rover Supercharged is big and bulky, yes, but it has an innate grace. It remembers its manners.

These days even economy cars have gotten into the premium act, offering high end trim levels that push price - and luxury - to a higher point than was available in the past. The most comfortable economy cars sometimes carry a window sticker that is on par with larger automobiles, but they still offer the fuel mileage advantage associated with their entry-level companions. In fact, these comfort-oriented editions of economy cars are often blessed with the best combination of power and efficiency under the hood, boasting technologies that aren't available on base models. Let's take a quick look at 10 of the most comfortable economy cars available for 2015 and see what they have to offer. The 2015 Volkswagen Golf SEL represents the top trim level for the completely-redesigned compact hatchback. The most comfortable trim level for the 2015 Hyundai Elantra sedan is the Limited, which avoids the stiff suspension system of the Sport model and adds features such as heated seats front and rear and the Blue Link telematics system.

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The Audi RS3 is going to win. It just is, there鈥檚 no doubt about it. That was the mental block and extreme bias this reviewer faced internally, one early morning before this comparison had even begun. You see, when the Audi RS3 came out in late 2015 and yours truly got behind the wheel around some historic Targa Tasmania roads, it was a great feeling of supreme serenity. There was nothing the Audi could do wrong. It cornered, accelerated, braked and sounded like something from automotive heaven. It was, in essence, the best hot hatch on the planet. That was, of course, before the 2016 Mercedes-AMG A45 arrived. The idea for this comparison - as obvious as it may seem - actually came from a good friend of mine who currently ownsan Audi S3 sedan. He loves the sedan shape (rightly so, as it鈥檚 the best looking Audi on the market, in this writer鈥檚 opinion) and is disappointed that Audi doesn鈥檛 make the RS3 in sedan form.

However, he is willing to compromise for the hatch and asked if it鈥檚 worth the upgrade to the RS3, or whether he should look at the new A45 AMG instead. My initial thought was to tell him to go for the RS3, but then I read our own review of the new A45 AMG, first from Europe and then locally. It sounded like it indeed was a lot better, more power and torque, revised suspension and significantly faster acceleration. But was it 鈥榖etter enough鈥?to beat the RS3? Best to find out. Our two cars here are both MY16 model year examples. 2480 worth of options. 10,365 worth of goodies. All of which is at the end of this review. The AMG鈥檚 turbocharged 2.0-litre four-cylinder engine (the most powerful factory 2.0-litre in the world) has 280kW of power and 475Nm of torque. The RS3 manages 275kW and 465Nm from its 2.5-litre five-cylinder unit.

Both use seven-speed dual-clutch transmissions. The idea of a hot-hatch has always been that of a practical vehicle, with bipolar disorder. In essence, a hot-hatch must be comfortable and usable as a daily drive, while still possessing menacing performance credentials for when the time comes. It鈥檚 fair to say, though, that neither the RS3 or A45 qualify as hot-hatches. They are super-hatches. Anything that can do 0-100km/h in 4.2 (A45) or 4.3 seconds (RS3), should no longer be regarded as merely 鈥榟ot鈥? It鈥檚 on fire (not in the Ford Everest kind of way). Those performance numbers will give current series one (991) Porsche 911 Carrera owners a heart attack at the lights. Not to mention the RS3 is quicker to 100km/h than the RS4 and RS5. So how do they compare as a daily? The RS3 is a better looking car. There鈥檚 really no other way to say it. The A45 AMG is a busy concentration of aero parts at the front, with so many lines that it all looks rather overdone.

It鈥檚 as if someone has taken aero parts of Lewis Hamilton鈥檚 Formula One car and stuck it on for good measure. That extends all the way to the rear, with a plastic aero part stuck to the rear diffuser looking genuinely odd. On the other side of the German wall, the Audi RS3 is simply stunning. It鈥檚 a simple design that looks menacing without being overstated. It has ditched all the bling of the S3 (which arguably looks better, depending on your taste) and instead gone with a nice black grille and a very subtle quattro sign to signify its true intent. For whatever reason, Audi insists on putting gorgeous quad-pipes on its S cars but sticking with wide and relatively dull dual exhaust pipes on its RS cars. Regardless, from whichever angle you look at the two cars gathered here, it would take a hardcore Mercedes fan to genuinely insist the A45 is the better looking of the two. The story is somewhat different inside, with the RS3 possessing almost an identical interior to the S3 - albeit with RS badging and a nicer steering wheel.

The updated A45 (above) now looks much nicer than before, with its updated drive-mode selector and new finishes throughout the cabin. It still continues with the almost entirely redundant stack of buttons underneath the infotainment screen, which itself has a rather aftermarket feel that鈥檚 already starting to look dated (though the hardware is super fast). The Audi (below) has better looking and feeling seats, both front and rear, with gorgeous perforated leather with diamond shaped stitching, and far better bum and back support. Our rear seat test passengers also noted that, around town, comfort levels in the RS3 were better than the A45, though both offer reasonable amounts of head and legroom to comfortably seat four average-sized adults. You can try your luck at five, but expect complaints from the second row in either car. Neither cars鈥?infotainment system is as good as it could or should be. Mercedes-Benz鈥檚 鈥楥OMAND鈥?is unnecessarily convoluted, with too many sub-menus for performing simple tasks.

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Porsche is preparing a successor to the awesome Cayman GT4, based on its updated 718 Cayman, but prior to the car's arrival in the coming months the German firm has shown the racing variant: the 2019 718 Cayman GT4 Clubsport. The race car provides plenty of clues for the upcoming road car, namely the choice of powertrain, in this case a 3.8-liter flat-6 generating 425 horsepower, or 40 hp more than before. Torque measures at 313 pound-feet, up 3 lb-ft. The mid-mounted engine is mated to a 6-speed dual-clutch transmission and sends drive to the rear axle, which features a mechanical differential lock. It isn't clear what transmission will feature in the 718 Cayman GT4 road car, but the predecessor model came with a 6-speed manual only. Other features in the Clubsport racer include a lightweight spring-strut front suspension taken from the 911 GT3 Cup race car, plus a racing brake system with steel discs measuring 15 inches all around. There's also a welded-in safety cage, a single racing bucket seat, and a six-point harness. All creature comforts have been removed, helping the weight to be capped at 2,910 pounds. This time around, Porsche will offer two versions of the Clubsport racer. There will be a non-homologated version for track enthusiasts appropriately labeled the 718 Cayman GT4 Clubsport Trackday. The homologated version will be known as the Competition. Its main upgrades over the Trackday are adjustable shock absorbers, adjustable brake balance, an integrated air jack system, and quick-release steering wheel. Both versions can be ordered immediately and will be delivered to teams and drivers starting in February. As for the 718 Cayman GT4 road car, we'll likely see it debut in March at the 2019 Geneva International Motor Show. The car's mechanical package will also be shared with a 718 Boxster Spyder.

Jim Hackett Might Face These Key Challenges as Ford鈥檚 CEO. Ticker Alerts. In the first quarter of 2017, Ford鈥檚 operating margins fell in nearly all its major markets, including Europe, Asia-Pacific, the Middle East, and North America. Key Events Under Former Ford CEO Mark Fields. September 2016: Ford buys Chariot, a shuttle startup in San Francisco. December 2016: Ford ends the year with 14.8 percent of U.S. January 2017: Ford says it's canceling the Mexico plant, winning praise from President Trump. Ford's new CEO just named some key execs on his team. Ford Motor, which earlier this week named turnaround expert James Hackett as its chief executive officer, announced replacements for some of its key executive positions. Ford's Key Deputies Expand Their Roles -- WSJ. Mr. Farley joined Ford as a rising star, coming to the U.S. Toyota's aggressive efforts to remake its image and better appeal to youth. Two key executives poised to shape Ford's future. Two top executives, Joseph Hinrichs and James Farley, will likely be the key to Ford's future. They are industry veterans who could be a counterbalance to new CEO Jim Hackett, who has largely worked outside the auto industry.

Audi has announced it will launch a range of plug-in hybrid powertrains for the Q5, A6, A7 and A8. The four new models will be available to order later this year, following their public debuts at the Geneva Motor Show, with all wearing Audi鈥檚 new TFSI e badging. The hybrid Q5, A6 and A7 come in two power outputs, badged as either 50 TFSI e or 55 TFSI e. In the former, Audi鈥檚 2.0-litre turbocharged four-cylinder petrol engine is mated to a gearbox-mounted electric motor, providing combined performance figures of 291bhp and 450Nm of torque. Audi鈥檚 55 TFSI e consists of a 3.0-litre V6 petrol with the same gearbox-mounted electric motor, for a combined output of 357bhp and 500Nm of torque. Both 50 and 55 TFSI e models make use of a seven-speed twin-clutch 鈥楽 tronic鈥?and, typically for an Audi, send drive to all four wheels. The new hybrid A8 also comes in two power outputs, badged as 55 TFSI e and 60 TFSI e.

Lesser-powered 55 TFSI e models use the same powertrain fitted to the Q5, A6 and A7, whilst the range-topping 60 TFSI e features a higher-output version of the same setup, delivering 436bhp and 700Nm of torque. In contrast to the others, the A8 uses an eight-speed torque converter automatic gearbox. All of Audi鈥檚 upcoming TFSI e models feature 14.1kWh lithium-ion battery packs mounted under the boot floor, with all claiming an electric-only range of more than 40km (25 miles) on the WLTP regime. Drivers can select from three powertrain modes called 鈥淓V,鈥?鈥淎uto鈥?and 鈥淗old,鈥?which set the cars priorities for either all-electric drive, fully automated hybrid drive or a 鈥減ower saving鈥?mode. The final setting retains a constant level of charge in the batteries, allowing for pure-electric running at the end of a journey. In addition, buyers benefit from an additional set of drive modes, (called 鈥渃omfort,鈥?鈥渆fficiency,鈥?鈥渁uto,鈥?and 鈥渄ynamic鈥?, which influence the powertrain鈥檚 responsiveness, damper firmness and steering weight. In 鈥渄ynamic鈥?mode, for example, the suspension is stiffened, the steering鈥檚 power assistance is reduced and the electric motor works in tandem with the internal combustion engine to provide the maximum amount of performance available for each powertrain. Buyers can also opt for a mode 3 cable for public charging and a domestic cable for charging at home. Owners can also request access to Audi鈥檚 own network of chargers at an additional fee. Prices for all four models are yet to be announced, but we expect more information to surface following their Geneva reveals.

Imagine, for a moment, that the Porsche engineering team has dropped 4,177 individually wrapped Twinkies on the lab floor. The yellow cream-filled sponge cakes are scattered shin-deep across the smooth ceramic tiles and kicked into the corners by technicians wearing white lab coats as more hit the floor. Individually, the cakes aren't very heavy. However, add 4,177 of the treats together and they weigh nearly 400 pounds. Those thousands of Twinkies represent the average weight removed by Porsche on its all-new 2011 Cayenne. Thanks to a massive diet, the automaker's SUV emerges as a toned athlete - and we just spent two days flogging it on the track and off-road course at Barber Motorsports Park in Alabama. What's under its fresh new skin, and where did all that weight go? How does the Cayenne perform on the track? Just as importantly, has it lost its off-road capabilities? Whether we liked it or not, Porsche's first sport utility vehicle debuted for the 2003 model year.

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I've watched the electro-hydraulic roof panel open and closeabout 73 times in the past hour, but its fascinatingly complicated operation still has me mesmerized. The 2014 Porsche 911 Targa is a near-perfect modern interpretation of the automaker's 1965 911 Targa, a semi-convertible bodystyle that represents nearly 13 percent of all 911 models sold since production started 50 years ago. After studying the Targa's elaborate roof operation at its launch at the Detroit Auto Show earlier this year, I was sufficiently intrigued. To that end, I traveled one-third of the way around the planet to southern Italy, hoping that the Mediterranean climate would reveal a bit more about the reintroduction of the automaker's iconic sports car. The last time Porsche offered a traditional Targa model with a removable opaque roof panel was in 1992, on its 964 platform. Subsequent 993, 996 and 997 Targa models were all fitted with a retractable glass roof that slid beneath the rear window as it opened the sky to its occupants, a clever arrangement that nevertheless caused some annoying rearview distortions. Even from a hundred yards, it doesn't take a trained eye to spot the new Targa.

Even from a hundred yards, it doesn't take a trained eye to spot the new model from the side. The two-door features a very thick and distinctive bright aluminum "wide bar" B-pillar. Those approaching from the rear will note the absence of a C-pillar, as the Targa utilizes an innovative one-piece wraparound backlight in its place. 1,330 less expensive than the Carrera 4 Cabriolet. Plus, the Targa shares some commonality with the Cabriolet, helping to keep pricing below its sibling. As my primary objective was to review the Targa roof, and not its outright acceleration potential, I was undeterred by the half-dozen Targa 4S PDK models parked at the rendezvous spot. Before playing with the intriguing ceiling, I took a quick look around. The view out the Targa's front windshield remains identical to that from the Coupe and Cabriolet, but a slight turn of the head to either side reveals the thick B-pillar that defines this model. While most won't find it interfering, my six-foot, two-inch height required me to slide the driver's seat nearly all the way to the rear on its tracks, which meant the pillars block quite a bit of my peripheral vision.

Thankfully, the two side mirrors and interior rearview mirror fill in the gaps. As the Targa "hoop" technically replaces the C-pillar on the Coupe and the pop-up roll bars on the Cabriolet as rollover protection, its construction is understandably robust. Buried within the panel is a steel roll bar that reaches all the way to the floorpan on each side. It's finished on the exterior with painted die-cast aluminum and on the interior in soft Alcantara. The three gills visible on the outside of the bar are not functional; they pay tribute to the original 1965 Targa. Porsche's engineers have split the roof into two movable components. The largest piece is the rear glass and its surrounding deck lid, which combines thin laminated safety glass molded in a compound curve with an apron of aluminum that's painted body color. The other part is the Targa panel, which is a two-section magnesium roof bow covered in a fabric hood that folds into a Z-shape when stowed.

In addition to the aforementioned components, there are two cable-actuated flaps, on each side of the rollover hoop that open to allow the arms of the roof to pass through. The full automatic Targa roof, powered by a single hydraulic pump (as on the Cabriolet), only operates when the vehicle is stationary. Not only must the Porsche be stopped, a finger needs to be held on the roof button for the duration of the opening or closing operation, which lasts just under 20 seconds. There is no limit to the number of times the electro-hydraulic system may run through its open/close sequence. It may be run continuously, back-to-back, as often as the owner wishes - this is helpful when showing off at a local Cars 'n Coffee show. The standard Targa 4 doesn't have the low-end punch of the S model, but spinning the engine around the tachometer still delivers brisk acceleration.

Porsche quotes a curb weight of 3,395 pounds, 242 pounds heavier than the Carrera 4 Coupe (but only 88 pounds heavier than the Carrera 4 Cabriolet), making this the heaviest of the three bodystyles. The standard Targa 4 doesn't have the low-end punch of the S model, but still delivers brisk acceleration. Few cars are as enjoyable to drive as today's Porsche 911, as the rear-engine sports car obeys steering, braking and acceleration commands almost telepathically. The engineers worked to keep the Targa's additional mass low in the chassis, with meticulous attention paid to selecting lightweight materials, so handling isn't compromised. Engineering a Targa roof for a late-model vehicle, with a low drag coefficient, is more difficult than it was in the 1960s when steeply angled windshields blew the air far over the cabin. Plus, the "jump" (the distance between the windshield surround and Targa hoop) is much greater, which contributes to the problem.

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It's probably a step beyond the F-Type that any of us could live with every day. That doesn't intrude on what it is鈥攁 fearless middle finger at the future of cars, with a leering eye at their past. The F-Type has hacked its way through the sports car jungle since it was new in 2014. It's taken a couple of years for Jaguar to flesh out the lineup. In three model years, the convertible has been joined by a coupe, then an awesome F-Type Coupe R edition, then manual-shift and all-wheel-drive editions. Now Jaguar Land Rover鈥檚 Special Vehicle Operations gets a crack at it, and in the process, neatly sums up what the F-Type is all about with the SVR. It's the first of the brand's aluminum-hulled sports cars to hit a claimed 200 mph. I didn't quite reach that epic milestone, but at Spain's Motorland Aragon circuit, with a pro co-pilot and two passes, I saw 175 mph indicated, and it wasn't even the trickiest part of the day.

Motorland's an unforgiving place. Sharp off-camber bends whip into steep descents, the bus stop recreates the feeling of being run over by an actual bus. Oh, and then, the longest, most tempting reaches dump you right into a second-gear hairpin. The SVR nailed those passages down as flat as it possibly could, with a wicked rasp and haymakers of oversteer. SVO starts with the Coupe R configuration, then tweaks everything to push the F-Type SVR to a frontier shared with the Mercedes-Benz AMG GT and Porsche 911 Turbo. The Jaguar dumps in more power, all-wheel drive, enhanced aero bits, dynamic upgrades, and some subtle cues to give fair warning鈥攖he SVR recipe from here forward. For power, the F-Type SVR taps Jaguar鈥檚 supercharged 5.0-liter V-8 for higher output rated at 575 horsepower and 516 pound-feet of torque. The 8-speed automatic gets even faster shift speeds (no, the SVR doesn't have a manual), and the all-wheel-drive system has more radical settings for shifting power from the rear to the front, and for coordinating power between the rear wheels. Jaguar says the SVR coupe rockets to 60 mph in just 3.5 seconds, with convertibles taking a couple of ticks longer.

Top speed is 200 mph for the coupe and 195 mph for the roadster. Along with the power boost, the SVR has its own programming for shift points, steering, stability control, and suspension damping. Its pushiest driving mode dramatically lifts the yaw limits for the all-wheel-drive and stability control systems, which can be turned off completely. Hardware upgrades include a front roll bar that's 5 percent softer; the rear bar's mildly stiffer too. The 20-inch wheels trim some weight and hide some stiffer knuckles at the rear. A new titanium-alloy exhaust system cuts weight and puts the SVR on a two-pack-a-day voice lessons. 12,000 carbon-ceramic brakes and swap in pricey carbon-fiber pieces for the roof and chin spoiler and the SVR is down about 110 pounds. Finally, at its feet, the SVR wears custom Pirelli P Zero tires; 265/35ZR-20s in front and 305/30ZR-20s at the back. Those treads are in charge of knowing when the SVR needs to let all holy hell break loose鈥攚hich it does often, and easily, when provoked.

Outside of Barcelona, Spain opens up into a lacy network of roads, most of them built after union with Europe. Handsomely paved superhighways, pristine secondary roads鈥攊t's what California could have been with better upkeep. The F-Type likes a careful set of hands on the controls, even here. The toggle on the console suggests what's about to happen in iconic forms. There's a very special snowflake for that kind of weather. At the opposite end of the toggle, there's a checkered flag for other special moments when you'll want to twiddle with its adaptive dampers, shift timing, throttle progression, and steering feel. Let it alone when trundling through charming and eerily quiet towns. Without touching a thing, the SVR's snaps, crackles, and pops of overrun draw stares. Some approving, some not. The SVR's more supple than expected, even on roads that are wrapping around stone houses, winding up through canyon passes that could double for Ortega Highway.

Jaguar's preserved the ability of its adaptive dampers to adapt to street driving, more than can be said for a GT350. The carbon-ceramic brakes don't grab or squeak, but they don't have much travel or nuance, either. The steering forces attention. It darts and sniffs out corners while the suspension takes more of a wait-and-see attitude. A Coupe R is no luxury liner, but by contrast, it's a better at mundane stuff like trolling through traffic. Roll up into Motorland's paddock, then roll out of the pits, and the SVR begs you to let that checkered-flag switch drop. Egos flicker to life, and head socks turn us all into an militia of petty thieves as we helmet up for a run at 200 mph. Phones go into silent mode and so do drivers. The SVR's body is riveted and glued, which is the same way to describe the attention Motorland begs to be paid. Apexes spring up like unwhacked moles, braking points shake you by the collar. It's one manic Mobius strip.

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Maybe "The Cannon?" AMG is really on its game. AMG has always done engines right, but the new E63's -- also seen in the SL63 -- is perhaps the best ever. The hand-built, DOHC, 6.2-liter V-8 from the previous edition returns boasting 11 more horsepower (now 518 hp at 6800 rpm) yet also a 12-percent increase in fuel efficiency . All that naturally aspirated horsepressure is a wonderful thing on its own, but for 2010 it flows through Mercedes' Speedshift MCT 7-speed automatic. Dispensing with a conventional torque converter in favor of a "wet start-up clutch," the MCT can crack off shifts in just 100 milliseconds (in manual mode). Four shift modes are available, with Sport Plus perhaps the most impressive. AMG has always done engines right, but the new E63's -- also seen in the SL63 -- is perhaps the best ever. The hand-built, DOHC, 6.2-liter V-8 from the previous edition returns boasting 11 more horsepower (now 518 hp at 6800 rpm) yet also a 12-percent increase in fuel efficiency .

All that naturally aspirated horsepressure is a wonderful thing on its own, but for 2010 it flows through Mercedes' Speedshift MCT 7-speed automatic. Dispensing with a conventional torque converter in favor of a "wet start-up clutch," the MCT can crack off shifts in just 100 milliseconds (in manual mode). Four shift modes are available, with Sport Plus perhaps the most impressive. Like Porsche's dual-clutch PDK transmission, the MCT in Sport Plus upshifts and downshifts as if guided by your thoughts. Forget the shift paddles and simply leave the console lever in "D." Then brake hard from speed when approaching a corner and watch (and listen) as the MCT automatically blips the throttle and fires two machine-gun downshifts. Brilliant stuff. The transmission is best of both worlds, too, smooth and shock-free when executing shifts around town. The MCT's best act by far, though, is performing full-throttle upshifts. Stand on the gas, let the revs build to redline, and the lightning shift is accompanied by a "whap!" from the exhaust that sounds like an M-80 exploding in the trunk.

So, okay, the powertrain rocks. You'd expect that from AMG. But now the chassis is equally exhilarating. Many driving enthusiasts know that a steel-sprung suspension tends to deliver superior handling finesse, while air springs excel at ride quality and adaptability. A few blasts along the Autobahn saw an indicated 150 mph, at which pace the E63 felt as secure as a mag-lev train on the boogie. Top speed is electronically limited to 155 mph, but opt for the Performance setup and revised engine-management software raises the limit to 186 mph. Initially, Mercedes said optional carbon-ceramic brakes would be available in Europe only, but now they're coming to the States, too. They're gigantic (front rotors are 15.8 inches) and work beautifully, with tons of stopping power, no detectable fade, and good modulation (though just a hint of squeak reminds you they're ceramics). In addition to the usual body dress-up, the E63 gets a racy interior with sport wheel, splendid front buckets, and available carbon-fiber trim. Cool angled buttons on the console allow the driver to configure the various suspension, transmission, and performance systems. 85K when it goes on sale stateside in late fall (right around the price of the outgoing model). 160K and up -- in the 1980s. This is a fantastic automobile, as adept at eating miles like a ground-bound business jet as it is at leaving smoldering apexes across the curviest of mountain passes. Perhaps no sports sedan yet has done so many things so well. Of course, based on our limited first impressions we can't say for sure yet. But you know what's coming. Oh, yes: a comparison test.

Porsche may be identified as a sports car maker and the iconic 911 silhouette the symbol of its success but the powerhouse performer for the brand is the Macan. It is the reason there is a 911/992 and a Taycan and a devotion to the electric vehicles that will follow. Australians have bought almost 10,000 Macans since the mid-size five-seater was launched here in 2014, a fraction of the 350,000 in garages around the world yet important because it has always been a hot seller. There was probably no real reason to change the formula but they did anyway. Porsche this week launched a new Macan, delicately terming it not quite a new generation and yet more than a mid-life makeover. The significance of this 2019 model - actually launched in August last year in Europe - is its new engine, a change to suspension components, better cabin features and upgraded tech from infotainment to drivetrain electronics.

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Audi has come a long way since the days of the original Quattro. That all-wheel-drive original changed minds about which wheels should drive a performance car. But the Quattro wasn't quite a sports car, and it would take Audi another two decades before it would field an actual rival for cars like the Porsche 911 and the Chevy Corvette. That car arrived in 2008 in the form of the Audi R8. After a fantastic first generation, the R8 is new again this year. Faster and even more sure-footed, it鈥檚 set to hammer away at those challengers and new ones, such as the Mercedes-AMG GT, and the revived Acura NSX. It looks great on paper, with V-10 power to go with its luxury trim and its tech-rich cockpit. But there鈥檚 a better way to prove how good the R8 is at balancing performance and luxury. That way, is a trip to the most hallowed ground in NASCAR, by way of some of the best backroads in America.

Just as spring broke across Appalachia this year, I had the good luck to climb on a high-speed gravy train, to slide down the geological spine of the Eastern Seaboard in that car. Over the course of three days, our speeding skunkworks drilled through rural North Carolina, Tennessee, and Virginia, then did a hop-skip-jump to Florida's Daytona speedway, for a very special drive of the 2017 Audi R8. Audis are nothing new in the hipster capital of North Carolina. Part college retreat, part retirement villa, the mountain haven is a bit of ski-slope Vermont tucked away in the boonies. That's no slur. There's actually a nearby town called Boone. Still, Audis stand out. Rotting Subarus bang around here like they haven't received their death warrants in the mail. There aren't as many pickup trucks per capita as other places in the Deep Woods Off slice of the Carolinas, but the balance still tilts toward vehicles that suffer plain neglect. There couldn鈥檛 be a car less Asheville than the R8鈥攊ts hardcore V-10 growl echoes loudly in the heart of this progressive college town.

Asheville knows what luxury is all about, though. It鈥檚 the home to Biltmore, the largest home in America, built in the 1890s for the Vanderbilt family. The Biltmore house is a postcard-perfect picture of old money. All that limestone makes for a high-contrast backdrop for the R8, with its crisp, technical lines and bullet-like silhouette. It鈥檚 a stunning shape, with a low-slung stance, two-piece side blades, and a roofline that pulls the shape taut all the way to the tail. This new version鈥檚 wider and more menacing in its stance than before. Inside, the R8鈥檚 cockpit practically begs for high-speed driving. Gunmetal trim outlines a spare black dash and big, high-resolution screens鈥攊ncluding the one that sits where the gauges would normally be. Audi calls this the virtual cockpit. The display can morph from navigation maps to computer-generated gauges at the touch of a button. It鈥檚 a calling card for a new generation of Audis, and frankly, it鈥檚 dazzling.

What is the city and highway range of the 2004 Porsche Cayenne in miles? The EPA range estimate for the 2004 Porsche Cayenne is 366.8 mi. 471.6 mi. on the highway. What is the city and highway range of the 2012 Porsche Cayenne in miles? The EPA range estimate for the 2012 Porsche Cayenne is 336.0 mi. 492.8 mi. on the highway. What is the city and highway range of the 2007 Porsche Cayman in miles? The EPA range estimate for the 2007 Porsche Cayman is 338.0 mi. 490.1 mi. on the highway. What is the city and highway range of the 2005 Porsche Cayenne in miles? The EPA range estimate for the 2005 Porsche Cayenne is 343.2 mi. 501.6 mi. on the highway. What is the city and highway range of the 2005 Porsche Boxster in miles? The EPA range estimate for the 2005 Porsche Boxster is 304.2 mi.

456.3 mi. on the highway. What is the city and highway range of the 2011 Porsche 911 in miles? The EPA range estimate for the 2011 Porsche 911 is 304.2 mi. 422.5 mi. on the highway. What is the city and highway range of the 2004 Porsche Boxster in miles? The EPA range estimate for the 2004 Porsche Boxster is 304.2 mi. 456.3 mi. on the highway. What is the city and highway range of the 2008 Porsche Cayman in miles? The EPA range estimate for the 2008 Porsche Cayman is 338.0 mi. 490.1 mi. on the highway. What is the city and highway range of the 2011 Porsche Boxster in miles? The EPA range estimate for the 2011 Porsche Boxster is 321.1 mi. 456.3 mi. on the highway. What is the city and highway range of the 2011 Porsche Cayenne in miles? The EPA range estimate for the 2011 Porsche Cayenne is 336.0 mi. 492.8 mi. on the highway.

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My first, ill-fated job in the auto world was at an exotic car dealer in metro Detroit. The job itself sucked, but the cars, they were exceptional. Amidst a sea of Tiptronic Porsche Boxsters, first-genMercedes-Benz SLKs and abused second-generation Range Rovers, there were some real gems. In particular, I have fond memories of a trio of undrivable Jaguar E-Types. Two Series II coupes as well as a Series III convertible (that featured a mostly broken roof) spent the entirety of my brief tenure at the dealership in the back of the musty service garage. I'd make side trips through there just to see the trio of E-Types, which rarely failed to put a big, ridiculous grin on my face. Since that time in the summer of 2005, there hasn't been a single Jag that's been capable of eliciting the same goofy smile. Not theXFR-S, with its un-aristocratic wing, nor the XKR-S.

At the 2013 Los Angeles Auto Show, though, Jaguar introduced this F-Type Coupe. Sure, the droptop model had been around for a bit, but I thought it was the new coupe that most captured the E-Type's classic aesthetic, with a swooping roofline, those gorgeous rear haunches and a long, powerful hood. I had to drive one. It was lucky, then, that a hardtop F-Type V6 S arrived in my driveway not long ago. I'm not sure who at press fleet operations drew the lucky assignment of configuring the company's F-Type media cars, but I'd like to tip my hat to them. My tester showed up in as classically perfect a color scheme as you'll find - British Racing Green with tan-and-black interior upholstery. The 19-inch Centrifuge wheels it wore did their part, too, with the alloys being the closest thing Jaguar offers to the original multi-spoke wheels of the E-Type. These aesthetic decisions only served to heighten the attractiveness of the Coupe.

This is a stunning vehicle in person, with a bevy of interesting curves and angles that force you to stop, linger and stare. The muscular haunches at the back are complemented by the chiseled hood and aggressive front fascia. The roofline forms a single, unbroken arc, as it forms in the A-pillars and runs to its abrupt end at the F-Type's tail. This is a stunning vehicle in person, with a bevy of interesting curves and angles that force you to stop, linger and stare. The cabin is an equally stylish place. My tester boasted the extended leather pack, which I'll admit is a rather misleading name. It should be called the Leather, Leather Everywhere Pack. The headliner, dash, seats (obviously), steering wheel and door panels are all finished in hide. The only place of note that isn't covered in leather is the center stack, which also happens to be the cabin's sole low point.

While the rest of the interior feels suitably luxurious, the plastic-adorned home of the climate controls, infotainment and vehicle systems is decidedly a letdown. Ignoring that qualm, it's quite clear that the F-Type's cabin is a place for the business of driving. The seat's H-point (the intended location of an occupant's hip) is low and aggressive, and along with my tester's optional, two-piece performance buckets, the cockpit is plenty able to gear one up for a proper thrashing. Those optional thrones, by the way, are must-haves, offering adjustable bolstering and lumbar to deliver plenty of support without being too aggressive or uncomfortable. The driver-oriented cabin is separated not just by the transmission tunnel and center console, but by an "oh crap!" handle for the passenger. This segmentation of such a compact space adds to the business-minded alignment of the cabin, leaving the interfaces for the (still lackluster) touchscreen infotainment system, climate controls, vehicle systems and shifter easily at hand for the driver.

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With the launch of its 2019 A8 in Barcelona on July 11, Audi is marketing itself as the first company to sell a Level 3 self-driving car. The technology isn't legal yet in many markets, but Audi says the new A8 will have the hardware and firmware it needs to wrest control of the car from the driver on a semi-permanent basis. At the touch of an Audi AI button, the A8 will give audible and visual signals that it's in piloted-driving mode. Once the system's engaged, Audi says the driver will be able to take their hands off the wheel and perform other tasks, depending on local laws. While the driver checks email or watches YouTube, the car will play abstract video in the gauge cluster. When it can no longer ensure safe operation-driving conditions, higher speeds-the car will signal the driver that they have 10 seconds to take back control. While the hardware will be baked into every new A8 from the time it goes on sale in the U.S. 2018, a constellation of agencies in the U.S. Here's how the A8 moves the self-driving car needle to Level 3 semi-autonomy.

The A8 has electric power steering that can be controlled by the car's computing brain. In the new A8, it also interfaces with an active suspension that's not a requirement for self-driving cars, but networks with their complex interface to make semi-autonomous driving smoother and safer. Audi essentially builds a sensory system for the A8 that lets it "see" and decide how to react to obstacles. At the front, an infrared camera handles night-time driving, while a monocular camera at the top of the windshield delivers an overall image of the road ahead. Four 360-degree cameras mount on the front, rear, and under the sideview mirrors; their data compiles into a surround-view image of the car and its environment. The A8 also has ultrasonic and radar sensors at its perimeter that contribute data used to describe images. A long-range radar sits on the front of the car, while four mid-range radar sensors emit signals and gather information at the corners.

An array of 12 ultrasonic sensors mounted around the car's perimeter handle close-range information. A new, single laser scanner mounts to the front of the car. Its combination of laser and mirrors sweeps through a 145-degree field of view within a couple of milliseconds to register obstacles up to 262 feet away. The scanner can read information even in bright sunlight, fog, and rain. In combination with the other sensors, the A8's piloted-driving hardware can create deeply detailed images of the car's surroundings. The information from all those data capturing devices gets blended together, and examined for accuracy. Then it's shared with a cloud-based learning field, combined with data from other cars, then re-consumed by the A8 as it drives itself. The system relies on the redundancy of all the information it gathers, so it can pilot the car when one stream or more of data is missing. The redundancy isn't based on strict formulas. Audi says this first iteration of Level 3 driving is very much based around commuting tasks, reined in by geofencing to situations where it's appropriate and safe.

When the system is engaged, the car determines whether it's in an area where it can drive under 37 mph, on a multi-lane road divided by a physical barrier. If it doesn't see those situations, it will not engage; if it's already engaged, it will revert control to the driver. Audi says its biggest hurdles are in detecting cross-traffic, pedestrians, and bicycles-and these initial limits dramatically reduce those circumstances. Level 3 driving in the Audi A8 requires a driver, not just a passenger chilling in the backseat. A camera checks to make sure the driver hasn't fallen asleep. If they do, the system warns the driver. If they haven't woken up, the car brings itself to a stop. There is a use case when no driver is needed. The A8 will offer a parking and garage system independent of the piloted-driving setup. The parking assistant will allow the car to negotiate its way into spaces and garages even without a driver present.

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Not much has changed under the hood of the newly renamed 4 Series coupe. The 2014 BMW 428i -- available in rear- and all-wheel drive -- is powered by a turbocharged 2.0-liter I-4 that makes 240 hp at 5000-6500 rpm and 255 lb-ft between 1250-4800 rpm. With summer performance tires and an eight-speed automatic, BMW estimates a 0-60 mph run will take 5.7 seconds -- just 0.2 seconds off the pace of the automaker's estimated time for a 2012 335i with a six-speed manual. Unfortunately, the manual 428i isn't available with BMW's all-wheel-drive system, which can reduce over steer or under steer, depending on the driving situation. The 2014 435i is powered by the same turbocharged 3.0-liter I-6 in the 335i sedan, with 300 hp between 5800-6000 rpm and 300 lb-ft of torque between 1200-5000 rpm. Go with the manual transmission and you'll reach 60 mph in 5.3 seconds, or an estimated 5.0 seconds with the eight-speed automatic.

Considering we've tested an automatic-transmission 2012 BMW 335i sprinting to 60 mph in 4.7 seconds, expect an easy sub-5.0-second time for the 2014 435i as well. Of course, there's much more to the 2014 BMW 4 Series coupe than straight-line acceleration. For a coupe to last an entire generation, it needs to look good. The current 3 Series sedan design lends itself well to a two-door coupe look, and we're happy to see most of the 4 Series concept's styling details have remained on the production car. The so-called Air Breather vents just behind the front wheels have stayed put, as has the sharply defined character line that stretches from the top of the front wheel wells to the L-shaped taillights. More so than on the outgoing 3 Series coupe, the 2014 4 Series' roofline more seamlessly blends with the top of the trunk lid for a streamlined look. Park a 2014 4 Series next to a 2013 3 Series two-door and you'll probably notice how much wider it appears. The 4 Series is 1.7 inches wider, with the rear track stretched 3.1 inches. The car's wheelbase is two inches longer than before, but its height is 0.6 inches lower.

Sadly, it doesn't appear the 4 Series concept's cool LED accents that pointed toward the dual-kidney grille have made it to the production car, but the calligraphy-inspired LED taillight details are present. Thanks to lighter-weight materials, BMW says the 4 Series coupe is between 44-99 pounds lighter than its predecessor. Even so, BMW offers more than enough technologically advanced options to weigh down the car's price. A color head-up display can show the car's speed, speed limit info, and even passing restrictions. The display also adjust automatically to light conditions, and that's far from the only automatic tech offered on the 4 Series. An Active Driving Assistant can slow the car down to avoid or minimize an impact with a pedestrian, thanks to a camera mounted in the rear-view mirror. Full LED headlights are available, and an automatic parking system can take care of the steering when attempting to parallel park. Drive has been updated, too, with an available touchpad with which users can write out addresses or contact names -- we look forward to seeing just how practical this system really is. Then again, the 2014 BMW 4 Series isn't about practicality. It's about 50:50 weight distribution, a more aerodynamically efficient body, and greater fuel efficiency fuel efficiency with good looks. Will 3 Series coupe buyers balk at the higher prices? Not likely. We can't wait to get behind the wheel of the 4 Series, before the lineup expands to cover Gran Coupe and convertible variants.

In keeping with Porsche's colour scheme, the brake calipers are acid green, but are also available in black. The new Porsche Surface Coated Brake (PSCB) is also available with brake calipers in acid green or an optional white. The Porsche Ceramic Composite Brake (PCCB), tried and tested on racetracks, is also available. The brake calipers are available in acid green or an optional yellow. The Cayenne E-Hybrid's display and control design has been completely reworked and is broadly similar to that of the 918 Spyder. The most remarkable feature is the standard Sport Chrono Package's mode switch, which allows different driving modes to be selected directly on the steering wheel. Even the hybrid-specific displays on the electronic instrument cluster were based on those of the 918 Spyder in terms of their functionality. The central Power Meter provides information on the energy currently being used or recovered, while the Boost Assistant gives details of the available electrical energy for boosting.

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On the surface, today's announcement surrounding a new "Need For Speed" title is a joyous occasion for gamers and racing fans alike. But, taking a closer look reveals something hidden in plain site. That something is the 2018 BMW M5, which we can say with almost 100 percent certainty is sitting smack-dab on the front of the "Need For Speed Payback" cover artwork. The latest installment in the "Need For Speed" franchise was revealed earlier this morning with the cover art attached to the premiere trailer. Have a look at a spy shot and compare the photos yourself. Judging by previously snapped spy shots, the grille, bumper and headlight shapes match pretty well to the blue car in the photo seen here. The design also does not evoke 3- 4- or 7-Series styling; it looks like a 5-Series through and through. The 2018 BMW M5's inclusion in the latest "Need For Speed" game isn't far-fetched either. The car has been a part of the franchise for years and the 2018 M5 shouldn't be short on performance credentials. As for the game, "Need For Speed Payback" follows up 2015's reboot simply titled "Need For Speed." The game promises a "Fast and Furious"-like storyline, immense customization, and, of course, fast cars. Check out more about the game in the trailer above. BMW is expected to reveal the 2018 M5 later this year.

It also focuses on seat comfort, cabin refinement and a plush feel on the move. Elsewhere, the technology is familiar, with the brand鈥檚 128bhp 1.2-litre three-cylinder turbocharged petrol engine linked to a six-speed gearbox. The design uses many familiar Citroen cues, too, with narrow headlights, funky Airbumps on the doors and lots of plastic cladding. The rounded square motif is repeated inside on the chunky surfaces. There is a contrast in quality and texture between some panels. The cabin isn鈥檛 as strong as the Skoda鈥檚, and is more on par with the Sportage鈥檚 for finish. It does get plenty of equipment in Flair trim, though. A digital dash with an eight-inch sat-nav system is included, and smartphone connectivity is impressive. There鈥檚 also part-leather upholstery, cruise and climate control, parking sensors and a reversing camera. You can add keyless entry and a powered tailgate as part of a 拢790 pack, but the core kit list is generous enough that, as with the Kia and Skoda, you don鈥檛 really need any extras. Using downsized turbo engines like the Aircross鈥檚 has meant larger family SUVs have been able to turn back to petrol power.

The 230Nm of torque doesn鈥檛 match the Skoda, but it easily has the naturally aspirated Kia covered, which meant plenty of flexibility on test. This makes it relatively relaxing, and the ride just about manages to match the engine鈥檚 trait. The suspension feels very soft and the body control isn鈥檛 very tight, but it allows the car to pitch, roll and float to cosset occupants from small changes in surface or bumps quite nicely. But the UK鈥檚 road network is notoriously poor, so hit a rougher patch and the lack of control and soft set-up become a problem. The ride is inconsistent; sometimes it smothers bumps sweetly, sometimes a big depression will cause the wheels to clatter and knock the body off line. The extremely light steering can also cause the body to pitch over on the soft suspension if you鈥檙e too aggressive turning into corners. This means the Aircross clearly isn鈥檛 the most dynamic SUV, yet the Karoq is also more comfortable. Still, refinement is good and the gearshift is an improvement over other Citroens. The change still feels baggy, mind.

Here鈥檚 where the Aircross picks up marks. It boasts flexible seating that slides back or forth to prioritise either cabin space in the rear or luggage room. It feels as if the Citroen trails just a little behind the Skoda on space in either configuration, because the Karoq鈥檚 rear is cavernous given its footprint. But the newcomer has the edge on boot space, with an impressive 580 litres in its smallest configuration, compared with 479 litres for the Czech model. Push both cars鈥?benches forward and they鈥檒l reveal 720 and 588 litres respectively, so the Citroen鈥檚 advantage grows even further. While there鈥檚 enough space in the front, the gearlever location feels slightly awkward, and the row of controls tucked under the touch-sensitive buttons below the screen is partly concealed. Citroen finished 25th out of 26 brands in the makers鈥?chart of our Driver Power 2018 satisfaction survey and was routinely criticised in all categories.

Its dealers ranked 11th out of 28 networks, but still the lowest of these three firms. Safety is stronger, but Euro NCAP has yet to test the Aircross. Autonomous braking, lane departure warning and blind spot monitoring are standard, as are auto high-beam headlights. With this tech and the EMP2 platform鈥檚 proven strength, we鈥檇 expect a decent rating. The Citroen is the cheapest of our trio to buy and emits the least CO2, at 121g/km, which places it in the 25 per cent Benefit-in-Kind tax bracket along with the 124g/km Skoda. As a result, it鈥檒l be the cheapest company car option, with higher-rate earners having to contribute 拢2,511 per year. It鈥檚 拢2,544 for the Skoda. Kia does without a more modern turbocharged engine like its rivals鈥? so it emits an uncompetitive 162g/km of CO2, and this puts it in the 33 per cent BiK band. It鈥檒l cost higher-rate earners a much heftier 拢3,311 per year in tax contributions. 鈥淭he Aircross鈥檚 Airbumps have been designed to reduce car park dents on the doors, and are rapidly becoming a Citroen SUV design cue.

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Following the success of its continuation program for the Lightweight E-Type, Jaguar has decided to offer a handful of what it鈥檚 calling 鈥渞eborn鈥?E-Types. Jaguar鈥檚 classic car department plans to scour the classifieds for 10 original E-Types and then comprehensively restore them to pristine, factory-original condition. Classic cars are all the rage right now and automakers are looking to cash in. In this initial program for the E-Type鈥攜ou can bet there鈥檒l be more鈥擩aguar is only dealing with 鈥淪eries 1鈥?E-Types, i.e. those built between 1961 and 鈥?8. The cars feature inline-6 engines displacing either 3.8 or 4.2 liters and 4-speed manual transmissions. This combination is good for 0-60 mph acceleration in 7.0 seconds and a top speed of 150 mph. Jaguar will show the first of the 10 restored E-Types at the 2017 Techno-Classica Essen classic car show running in Germany from April 5-9. It's a matching-numbers 1965 coupe with the 4.2-liter mill and was original sold in California. It racked up 78,000 miles before its owner, in 1983, decided to store it away. As many of the original parts are retained during the restoration, though safety-critical parts get replaced with new items. Jaguar鈥檚 meticulous attention to detail even extends to recreating the correct type of spot-welding when refitting parts. Everything is customizable, though, so more modern upgrades can fitted, should the customer desire. An improved cooling system or an all-synchromesh transmission can be installed, for example. 355,000). If that鈥檚 a bit too steep for your budget, Jaguar is also offering E-Type hoods to hang on a wall as art.

The Valentine鈥檚 Day dinner cruise on an exclusive glass boat made it the perfect romantic venue! Paired with spectacular unobstructed views Sydney Harbour and a gourmet four-course meal, it was an evening that will remain with me for a long time to come! Another aspect that made the cruise memorable was the attention to detail by the wait staff, they made us feel like family! That Valentine鈥檚 Day dinner cruise had made up for V-day celebrations for at least two years! So we made a pact this year that there would be no celebrations and Valentine鈥檚 Day would be like any other regular day. Knowing my husband though, I knew he would have something up his sleeve, but I thought it would be a bouquet of white lilies with a nice note. I decided to leave work an hour early so the family could have something special for dinner. As I pulled into the garage, I noticed his car parked up the street.

It鈥檚 a classic Porsche Carrera RS 2.7 and you wouldn鈥檛 miss it as it鈥檚 painted a unique shade of light green. I didn鈥檛 think much of it and went inside the house, only to be wowed with the surprise of my life! The living room had been transformed into a comfy tent with blankets hung from the roof and soft cushions and hearts strewn all over. And in the middle, the three of them were holding pink balloons in their hands with 鈥榩op me鈥?written on them. My youngest was screaming 鈥楬appy Valentine鈥檚 Day Mommy鈥? and asked me to pop his balloon first. There were hand written notes inside all the balloons, all for me as their Valentine. They had arranged a movie night in the tent, complete with popcorn and fizzy drinks. We ordered take-out from our favourite Chinese place, made ourselves comfortable in front of the television for a screening of Lion King. All of us joined with Simba and Nala with our renderings of 鈥楥an You Feel The Love Tonight鈥? The kids with a little help from their dad had also made chocolate-dipped strawberries for dessert!

Automobili Pininfarina has released more details on their upcoming PF0 electric hypercar, following an exclusive preview event of the concept to prospective customers during Pebble Beach last month. The company will have its corporate and operational headquarters in Munich, giving them better access to suppliers and engineering networks. The proximity to Northern Italy also played a major role, as this is the home of Pininfarina SpA, who will design and build the PF0 under contract. In addition, the upcoming Automobili Pininfarina PF0 will feature an electric drivetrain, battery pack, software and hardware from Rimac as the two companies have secured a technical partnership on the project. The management team of the company has also been further strengthened with the arrival of Christian Jung as Chief Technology Officer and Peter Tutzer as PF0鈥檚 Senior Technical Advisor. Jung comes from Faraday Future, where he was the Senior Director for Electrical Engineering and Platform Strategy. Before that, he was one of the leaders in the original team behind the Porsche Mission E, which is now known as the Taycan. Finally, former F1 driver Nick Heidfeld joins the FP0鈥檚 team as a development driver, bringing in his expertise of 20 years in top-level Motorsport.

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ALTHOUGH automotive styling is subjective, the one vehicle that seems to top more opinion polls naming the most beautiful car in the world, the Jaguar E-type. So, when the XK150鈥瞫 production ceased in October 1960, the world with baited breath to see what Jaguar could come up with as a replacement. After all, the C- and D-types were proving devastatingly effective on track - and what fans were expecting was something equally dominant for the road. The team that would create the E-type needed little encouragement. Under Heynes, work proper commenced on the E-type in December 1956. The first prototype was completed in May 1957, and had the official title of E-type 1 Aluminium, or E1A. The E1A was smaller than the production E-type, at 14ft 2in in length, but larger than the D-type. Its construction was largely derived from the D-type, and featured a central monocoque tub. However, where it differed from the D-type, was in its use of a new independent rear suspension system. The E1A was extensively tested by Jaguar鈥檚 team of drivers, but in May 1958, Heynes decided to lend E1A to the editor of The Motor magazine, Christopher Jennings, for an independent appraisal.

Jennings was impressed by the car鈥檚 ability to cover distances rapidly, even with just 120bhp. By this time, Jaguar had built a second E-type prototype for the road, and which more closely resembled the production car. The E-type gradually evolved during 1958, a year when Jaguar also began work on the Zenith project, which became the big top of the range MkX saloon. Both cars would feature independent rear suspension designed by Bob Knight (in an amazing 27 days) as part of a bet with Jaguar boss Sir William Lyons. By July 1959, Jaguar had a third E-type prototype on the road. In 1960, the public had their first view of the style of the next Jaguar sports car when the E2A sports-racer was unveiled. It was planned to unveil the E-type at the 1961 Geneva Motor Show Prior to this, Jaguar would loan the two major UK weekly motoring magazines, The Autocar and The Motor a car to test. These road tests would go on to prove pivotal in marketing the E-type, but a press embargo was in force until the actual unveiling of the new sports car.

Jaguar already had one car on the company鈥檚 stand in Geneva, but it was decided that another E-type was required for Sir William Lyons to show to the media. So what was the technical specification of this sensational new Jaguar sports car? The powertrain, which was carried over from the XK150S, was a 3781 cc XK engine mated to a four-speed Moss transmission, without overdrive. Jaguar claimed the E-type engine produced 265bhp (SAE) at 5500 rpm, but this was - to say the least - an exaggeration. The cast iron cylinder block was actually manufactured by Leyland Motors in Lancashire, a task it had performed since 1948, predating its involvement in the management of Jaguar. The aluminium cylinder head came from two sources, West Yorkshire Foundries of York and William Mills of Wednesbury, Staffordshire. The XK engine was fed by triple 2in SU HD8 SU carburetors. The body employed a central monocoque made of steel, a year before the monocoque chassis made its appearance in Formula One racing. The Bob Knight designed independent rear suspension, and the careful use of rubber, helped suppress noise and vibration.

Initially, the car was available in two forms, the roadster - styled by Malcolm Sayer - and the fixed head coupe (FHC), featuring an opening rear hatchback, which also had some input from Sir William Lyons and Bob Blake. The E-type was the only Jaguar car produced during Lyons鈥?active involvement in the running of the company, not wholly styled by the boss himself. So far the looks and price of the E-type had set pulses racing, but later in March 1961, came the publication of the road tests. The Motor magazine tested 77 RW, a roadster, and the second E-type to be built by the production department. This car could reach 60mph in 7.1 seconds and attain a maximum speed of 149mph. TheMotor men assigned to the task were John Anstice Brown and Charles Bulmer, who would go on to become the magazine鈥檚 editor. An indication that perhaps the results attained by the Motor men were not typical of the standard production cars was the decision to equip the test car, 77 RW, with Dunlop R5 racing tyres.

Certainly, Charles Bulmer later felt that 77 RW had a more powerful engine than standard cars. The Autocar tested 9600HP, which was in fact the seventh E-type prototype, the second FHC, and the car Bob Berry drove to Geneva. To evaluate the car鈥檚 performance the magazine used two journalists, one with an interesting past and one with an interesting future: Maurice A Smith DFC was concurrently both editor of The Autocar and Flight. During the WW2, he had completed a tour of operations with 619 squadron, RAF Bomber Command before becoming one of Five Group鈥檚 master bombers. The Autocar team, again using Dunlop R5 racing tyres, managed to achieve 150.4mph and a 0-60mph time of 6.9 seconds. The all-important 150mph barrier had been breached, and Jaguar Cars marketing machine exploited it. The main criticisms of the E-type were reserved for the seating, the high oil consumption, lack of space, poor braking and the ageing Moss gearbox, which lacked synchromesh on first gear. The E-type was launched at a time when the UK motor industry was coming out recession and bedeviled by unofficial strikes, with BMC particularly afflicted.

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Just as it did with the 2016 Range Rover Sport, Land Rover has introduced a diesel-engine option for the 2016 Range Rover HSE line as well, offering the same V-6 turbo-diesel and its accompanying superb fuel economy. 93,450) comes with the 3.0-liter turbo-diesel, rated at 254 horsepower and an impressive 443 foot-pounds of torque. Coupled with an eight-speed automatic transmission, this vehicle has EPA ratings of 22 mpg city/29 highway/25 combined, which is quite an improvement over the gasoline engines offered. The Td6 engine provides its peak torque as low as 1,750 rpm, which is great for towing heavy trailers. The Td6-equipped Range Rover can handle trailers weighing up to 7,716 pounds. All of that diesel torque also is beneficial during extreme off-roading, especially on steep grades where low-range gearing is necessary to keep the vehicle moving. Land Rover says the Range Rover Td6 models can accelerate from zero-60mph in 7.4 seconds, compared with 7.1 seconds for the V-6 gasoline models.

That鈥檚 aided by the aluminum construction of the Range Rover, which came with the complete redesign of the vehicle for 2013. Land Rover added the V-6 gasoline engine for 2014, replacing the redesigned 2013 model鈥檚 standard normally aspirated 5.0-liter V-8. The Td6 engine has a block made with Compacted Graphite Iron, or CGI, 鈥渨hich has a higher tensile strength than standard gray cast iron, better fatigue strength than aluminum, and added stiffness,鈥?Land Rover says. The material allows the engine block to be smaller and lighter. Range Rover鈥檚 Td6 uses Diesel Exhaust Fluid, or DEF, to reduce nitrogen oxide emissions to meet U.S. DEF is injected into the exhaust, turning it into harmless nitrogen gas. Most truck stops and diesel fuel stations sell DEF, and it鈥檚 also available at Land Rover dealerships. As for the Range Rover in general, it鈥檚 at the top of the line of Land Rover vehicles, the legendary British off-road brand. Besides being drenched in luxury, the Range Rover is one of the most-capable off-road vehicles on the market - although most owners of these vehicles will never take them off road.

199,495 for the special top-of-the-line supercharged V-8 SV Autobiography long-wheelbase model. When you pay that much for a vehicle, you鈥檙e probably more likely to drive on well-paved roads, rather than rocky trails where it could sustain body damage. 50,900. Those prices are well in line with many of today鈥檚 crossover utility vehicles - even non-luxury brands. 64,950. The Range Rover Sport also can be equipped with the Td6 engine. But for those who want the best Land Rover has to offer, there are the models called simply Range Rover. They are beautiful vehicles, but as refined and uptown as they are, these vehicles still can take you just about anywhere you could want to go - on or off the paved road. Our Range Rover HSE Td6 was an amazing highway vehicle for a long family trip, but it鈥檚 just as much at home around town or on unpaved national and state park roads.

106,325, including freight and options, we didn鈥檛 dare take it anywhere that it might have gotten damaged. The HSE package brings such extras as 12-way power front seats, perforated Oxford leather seats (heated front and rear), interior wood trim, 20-inch alloy wheels, a huge panoramic sunroof, fog lights and power-folding/self-dimming outside mirrors. Our vehicle came in the Aintree Green exterior color, with an Ivory interior with Espresso trim. The transmission comes with paddle shifters on the steering wheel. Fulltime four-wheel drive with low-range gearing is standard on all Range Rovers, which turns all of these vehicles into off-road beasts. This newest generation of the Range Rover has lighter-weight all-aluminum construction, which, combined with the Td6 engine, helps give it the excellent fuel economy. Range Rover is one of the most-refined vehicles you鈥檒l ever experience. These SUVs are built for comfort, and can accommodate up to five people. Top speeds are 130 mph for the V-6 models, and 140 for the V-8s, but just because Land Rover electronically limits them. Turned loose, they would go much faster. With the redesign for 2013, the Range Rover was all new.

The exterior is lower and more-carlike, and the aluminum body weighs 700 pounds less than its steel predecessor. But even with the stylish makeover, the vehicle is still instantly recognizable as a Range Rover, as there was no radical restyling. While we didn鈥檛 take our 2016 HSE Td6 into any serious off-road conditions, I previously tested the new Range Rover on some quite-rugged national forest trails in northern Arizona, where the vehicle proved its off-road prowess. It easily climbed steep and slippery slopes and slogged through mud, deep sand and even some snow, all while riding on street tires. When driving off road in the Range Rover, the standard terrain-response system does most of the work, automatically choosing the proper driving mode. The driver can choose the mode manually, though, among such settings as Mud/Ruts, Grass/Gravel/Snow, Sand, Rock Crawl, and General. Standard seating in the Range Rover is for five, but there is an optional 鈥渆xecutive鈥?two-passenger rear seat that cuts the total to four.

Bosch European Motors

The Range Rover has set a high bar for luxury SUVs. It was one of the first of its kind and few can compete with its ability to go anywhere, any time, in any weather in a leather-lined interior. Introduced for the 2013 model year, the current Range Rover has aged with grace, but it is aging as new competition arrives in the form of Bentayga and Cullinan. For 2018, Land Rover has given the Range Rover a tech overhaul with a handful of screens inside the cabin, a few updates on the exterior, and more luxury options than ever before. I spent a long weekend with the updated luxury liner to see if those changes spoiled the serene mood鈥攊f they were more tech overload than tech overhaul. The Range Rover has elegant, even minimalist style, compared to the Bentley and Rolls SUVs, but it鈥檚 a look that has needed almost no updates.

For 2018, the front fascia has been smoothed out and features new LED headlights. Like the Porsche 911, its design language has evolved over time, but the Range Rover still can be instantly recognized around the globe. Its squared body, rounded corners and upright traditional SUV stance have a timeless air. It鈥檚 far from flashy, but it has understated presence and class few vehicles can match. Inside the Range Rover is where most of the upgrades took place for 2018. Fire it up inside a dark parking garage, and the glow of 32 inches of digital displays can be overwhelming. The 12-inch digital gauge cluster was familiar enough. It does have odd touch-sensitive and clickable steering wheel buttons to control it but they鈥檙e not hard to figure out. For true confusion, just look down at the twin 10-inch touchscreens mounted on the center of the dashboard. They control nearly every function in the Range Rover, and can be very confusing to navigate quickly without any previous exposure. It took about a day to become familiar with the setup, but making changes on the fly while driving down a highway never became easier.

The Td6 badge means a turbodiesel 3.0-liter inline-6 with 254 horsepower and 443 pound-feet of torque sits under hood; it sends power to all four wheels via an 8-speed automatic transmission. Push the start button and the turbodiesel clatters to life with far more noise, and less bark, than one expects from a Range Rover. It鈥檚 like a silky-smooth pickup truck for the well-heeled individual without the associated vibrations in the steering wheel. Mat the accelerator and the turbodiesel forgets any notion of turbo lag. It just grinds out a wave of low-end torque, one that feels pretty close to the Range Rover plug-in edition. Range Rover states 0 to 60 mph happens in 7.5 seconds, and that seemed about right. The thin-rimmed steering wheel points the Range Rover whichever way I want with slightly less weight than I would like, but it鈥檚 accurate and tracks down the highway well. On the highway the Range Rover鈥檚 active lane control wasn鈥檛 as accurate or as active as Volvo鈥檚 ProPilot Assist, and doesn鈥檛 even come close to Tesla鈥檚 AutoPilot or Cadillac鈥檚 Super Cruise systems. The Range Rover鈥檚 sensors read the markings accurately, but didn鈥檛 provide any correction or steering input until the luxury barge started to veer out of the current lane. 108,040, my tester was far from cheap and the competition at that price is fierce. 325,000 base Cullinan price tag. But nothing鈥攁nd I mean nothing鈥攃arries the understated presence that the Range Rover does. For 2018, the Range Rover raises the bar for luxury SUVs with a healthy dose of modern, if not a bit overwhelming, technology.

The suspension is steel sprung but electronic air is an option. In other tech, buyers can also opt for the Sport Chrono Package - which has been available for years on other models - that includes a Sport Response Button for extra performance in instances such as overtaking. There is also an Offroad Precision app that buyers who take their car off the road can use to document and record their adventure. There鈥檚 a promise to the driving prowess of this vehicle and its written on the badge on the bonnet. Porsche. You don鈥檛 buy these to take the kids to school - well, before the Cayenne you didn鈥檛. The company builds vehicles to perform. Handling, engine performance, the gambit of driving dynamics, braking, steering and so on. Now there鈥檚 suspension comfort, seating space, luggage volume and features. This is the promise before the Macan drive. The seating position is perfect in an SUV sense, boasting excellent all-round visibility through glass though there鈥檚 hidden bits with the tapering nose and curvaceous tail.

It may be smaller than the Cayenne but it鈥檚 not by much (in fact, 222mm in length and 72mm lower) and it does feel impressively big from within. The engine is unusually muted for a sports SUV - though buyers who don鈥檛 like the muffled purr through the rev range can opt for a sports exhaust - which adds to its tame demeanour. Even driven gently, it鈥檚 a very composed machine with compliant suspension and easy manners. Things change when the accelerator pedal is booted and, further, when the Sport Response button is pressed on the steering wheel. It鈥檚 a quick wagon, uplifting its skirts quickly and dashing without the turbo lag of some peers to confirm the improved response of the new engine and the sophisticated turbocharger. The dual-clutch gearbox really impresses with its rapid upshifts, peeling through the six gears before relaxing in seventh. The steering is equally as captivating.