#2020 Porsche Macan Turbo S

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THE 10 BEST 2020 VEHICLES ACCORDING TO CAR AND DRIVER

Every year, Car and Driver magazine publishes its list of the 10 best vehicles of the year. For the 2020 vintage, you’ll find everything. Here are the 10 products identified as the best by the publication… with our little grain of salt.

1 — Chevrolet Corvette

With a revolution in configuration, it would have been surprising not to find the Chevrolet Corvette among the cars of the year. With the engine moving from the front to the center of the car, the entire handling of the car was changed, taking performance to a new level. And, as always with the model, the price compared to what you get is pretty fabulous.

The arrival of more sporty variants will also be something to watch out for, but we’re already talking about a classic.

2 — Honda Accord

The Honda Accord has always been a benchmark in its class. While it’s certainly been a great sedan for generations, it’s still an extraordinary sedan. Its style may not be universally acclaimed, but behind the wheel, it’s hard to take it for granted.

Its solid chassis allows for even sportier driving, although most buyers will prefer its comfortable side to its playful character. And when it comes to fuel consumption, it remains a benchmark. All it lacks is all-wheel drive to combat SUVs.

3 — Jeep Gladiator

Car and Driver makes an interesting analogy about the Jeep Gladiator in Rubicon version, mentioning that the latter is the off-road equivalent of a Chevrolet Corvette on a track.

The Gladiator pickup isn’t described as the best in its segment, but it’s certainly the most fun to drive. It can be transformed into a 4X4 to face the worst conditions or a convertible to enjoy the best days of summer. The availability of a manual transmission is also praised, a rarity in the industry today.

The model is expensive and the brand’s history of reliability is frightening, but the charm comes into its own when you get behind the wheel.

4 — Kia Telluride

There were skeptics when Kia and Hyundai showed up with the Telluride and Palisade full-size SUVs. In the first case, a simple touch with the vehicle is enough to understand why it’s been winning awards everywhere since its inception. This SUV offers space to spare, an incredible level of equipment for the price, and a frankly impressive degree of comfort and soundproofing.

Car and Driver goes so far as to say that this vehicle will take Kia to another level in the industry, just like the Lexus LS400 and Acura NSX did for their respective creators a little over 30 years ago. It’s advanced, but it shows just how impressed they were with this product.

For our part, without mentioning a revolutionary vehicle, we see the Telluride as a model that not only confirms Kia’s solid position in the market, but also shows us the brand’s full potential for the future.

5 — Mazda CX-5

Compact SUVs abound on the market, but when it comes to driving pleasure, none come close to the CX-5. That’s what Car and Driver points out in its analysis, and we tend to agree with that statement.

They also point out that the CX-5 is not the most powerful or spacious of its herd. An imperfect product, therefore, but whose charm works enough to make it a must in its category.

6 — Porsche 718 Boxster/Cayman

When it comes to driving pleasure, few vehicles in the industry come close to what the Boxster/Cayman duo offers. Porsche is quietly turning to electrification, which makes these models still powered by future collectible combustion engines.

However, sales have been dropping in recent years, since the switch to a 4-cylinder engine with most variants. Nonetheless, the balance of the model and the feeling it delivers to the driver remain really special.

7 — Porsche Macan S/Turbo

This is true with the Boxster and also true in the world of SUVs, while the Macan offers a unique driving experience in its segment. Better yet, with the two new turbo engines introduced in 2019, performance has been pushed to a truly impressive level. We’re talking 348 horsepower for the S version, 434 for the turbocharged one.

Car and Driver doesn’t praise the 4-cylinder engine variant, as Porsche didn’t provide it with one. In this case, a similar experience can be found with Audi’s Q5, and at a lower price.

8 — Ram 1500

As we know, the Ram’s reputation for reliability is not the most enviable. However, when compared to its rivals when new, it’s hard not to rank it as the best of its kind. The level of comfort offered by this pickup is truly impressive, as is the richness of the interior presentation, which has no equal in the automotive world.

Ram offers both great luxury and great capacity with its Ram 1500, not to mention an engine family that offers something for every taste. Car and Driver goes further. It calls the Ram 1500 not only the best vehicle in its class, but also one of the best vehicles in the industry. It’s a bit of a stretch, but it shows just how seductive this vehicle is.

9 — Toyota Supra

With only 300 units reserved for Canada in the first year of production, we don’t see many Toyota Supra’s on the road. However, you can take Car and Driver’s word for it, it’s a really fun experience. You can feel BMW’s DNA when you guide this car on the road or on the track, but the design is a Japanese affair that doesn’t leave you indifferent.

With a base price that’s quite attractive considering the level of performance offered, driving enthusiasts have a lot to get their teeth into with this model.

10 — Volkswagen Golf GTI et Jetta GLI

The Volkswagen GTI is a regular in this kind of charts, but Car and Driver is adding the Jetta GLI this year, which undergoes similar treatment to what makes the Golf GTI so unique and fun. Having guided this car through twisty roads when it was launched last year, we can confirm that we’re in the presence of a perfectly balanced creation.

In both cases, you get the perfect compromise between comfort, practicality, performance and reasonable price. Models to discover, really.

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New Porsche Macan Turbo Release Date, Price, Interior

New Porsche Macan Turbo Release Date, Price, Interior

New Porsche Macan Turbo Release Date, Price, Interior– Imagine doing the school run in this, you’d never be late. You know, unless you got arrested for speeding. in which case yeah, you might end up being quite late. Like it or dislike it, the Macan has been an undeniable success. It’s now Porsches most popular car, it’s also a brilliant fusion of practicality and performance. If you like that…

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2020 Porsche Macan Turbo Redesign And Release Date

2020 Porsche Macan Turbo Redesign And Release Date

2020 Porsche Macan Turbo Redesign And Release Date– 2020 Porsche Macan is predicted to load a gap inside the little go across the sector. It is going to be small and cheaper when compared with its precursor absolutely. Nonetheless, this is definitely not significantly less significant for the community. Porsche expects significantly from 2020 Macan. Therefore, they focus on the jobs,…

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Drivers Au URBANO PROGRESSO

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© Marc Urbano - Car and Driver 10Best: Ram 1500

Show us a vehicle that does it all and we'll show you a vehicle that's compromised in everything it does. That's the story of most modern full-size pickup trucks, which play a role that's part family SUV, part commercial vehicle, part luxury car, and part circus strongman. Sure, your truck tows an impressive 10,000 pounds, but chances are it rides like a tractor, especially with a bed full of nothing but air.

The Ram 1500 can't entirely escape these trade-offs, but it balances and minimizes them better than any truck on the market. Thanks in large part to the coil springs (or optional air springs) at each corner, the Ram rolls over broken pavement with exceptional civility. It goes down the road feeling more like a Mercedes-Benz GLS-class than a Ford F-150. It's the truck that can convincingly shrug off its agrarian roots to make the trip to Pottery Barn in comfort.

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The awesome 702-hp Ram 1500 TRX carries its own predictable set of compromises: single-digit real-world fuel economy, a $71,790 starting price, and running boards so high they should come with a sign warning, 'You must be this tall to enter.' Surprisingly, though, on-road manners are not on that list. For a truck that's built for desert running, dune bashing, and hill jumping, the TRX is unexpectedly delightful on paved roads. It uses soft long-travel springs to absorb big off-road hits, but rather than squishing and pitching and rolling around in traffic, the TRX ratchets up the stiffness of its adaptive dampers in pavement-oriented driving modes, giving the truck a sense of control on the road that's absent in its only competitor, the Ford F-150 Raptor.

© Marc Urbano - Car and Driver 10Best: Ram 1500

In domesticating the American workhorse, Ram has built the best pickup for the way most of us use trucks today: as everyday transportation instead of as a special-purpose tool, moving people more often than payload and on suburban streets rather than in farm fields. On upper trim levels, Ram dresses the 1500's cabin with an attention to detail that shames many luxury cars. At 70 mph, it's as quiet as a church during the Super Bowl. For city slickers and cowboy commuters, the clever optional RamBoxes offer weather-tight, lockable storage that keeps cargo out of sight and out of the cab.

Our 10Best honor covers the full 1500 range, from the 305-hp base V-6 to the 702-hp TRX. Between those bookends, there's a diesel V-6 that scores up to 32 mpg in EPA testing and a 395-hp V-8 available with or without the eTorque 48-volt motor-generator. (We recommend going without it based on our 40,000-mile long-term test.) With any engine, the Ram is up for hard labor, but living with this truck is a reminder that the numbers—horsepower, tow ratings, and payload capacities—tell only part of the story. The eight-speed automatic is always ready to drop the engine into the powerband. The uncanny ride quality translates to great body control in curves. Every element feels as if the engineers made it a point to polish the pickup truck's rough edges.

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© Marc Urbano - Car and Driver Ram builds the perfect truck for a world where pickups can be SUVs and luxury vehicles, too.

We're still car people at heart. We like the sure-footed handling of vehicles that are light and relatively low to the ground, and we typically respect the utility of a truck with an emotional detachment. But the Ram is so uniquely good to drive that it transcends the pickup-truck status quo. When we say that the Ram 1500 is the full-size truck that comes closest to driving like a car, we mean that as a high compliment. Why drive a big lumbering brute when you can drive a big nimble brute?

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© Marc Urbano - Car and Driver 10Best: Porsche Macan

You should know that the Porsche Macan shares some of its components with humbler and cheaper models from elsewhere in the Volkswagen Group. You should know this not because it matters but because friends and casual acquaintances are likely to share this information in the belief it makes the Macan less of a Porsche and anyone who buys one less of a judge of cars.

You know better, though. If you're not looking for a low-slung sports car, this is the pick of Porsche's range, even if it is currently the oldest member of the clan. In engineering, as in high-end hash slinging, the finest chefs can turn even humble ingredients into truly sublime creations.

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© Marc Urbano - Car and Driver 10Best: Porsche Macan

While the Macan looks like an SUV, it doesn't drive like one. Smaller and more agile than the Cayenne, it can be hustled like an oversized hot hatch. You sit higher from the ground, but the Macan corners with a deftness and adjustability completely at odds with its shape and stance, resisting understeer about as well as anything with an engine up front thanks both to its huge traction and its willingness to play.

As in previous years, the Macan's 10Best award is restricted to the V-6 models, all of which use turbocharged engines shared with other Porsche and Audi vehicles. The list now includes the newly arrived 375-hp GTS, which occupies the narrow niche between the 348-hp Macan S and 434-hp Macan Turbo. The GTS is our pick of the range due to its combination of sonorous performance, a pliant ride, and steering that gets amazingly close to the feel and precision of Porsche's sports cars. We took the GTS to a racetrack during 10Best testing—the only SUV to make that cut—and were charmed that it's not just competent but every bit as entertaining as the two-door 10Best winners. This rare spread of talents means that one Macan can effectively turn your single-car garage into a multi-horse stable.

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© Marc Urbano - Car and Driver Porsche's small SUV corners with a deftness that's completely at odds with its shape and stance.

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Porsche Celebrates 20 Years Of Existence And Milestones In China

New Post has been published on https://coolcarsnews.com/porsche-celebrates-20-years-of-existence-and-milestones-in-china/

Porsche Celebrates 20 Years Of Existence And Milestones In China

Not long ago, each year at the LA Autoshow, Porsche , who always rental prices their own hall, separate through everyone else, would begin their particular annual press conference simply by stating that the US had been Porsche's biggest market which California was over 50% of this market. But all that can change.

Porsche still sells plenty of vehicles in California, but the standing of both it as well as the US status must deal with China now being regarded the largest auto market on the planet. With such a huge appetite for new vehicles, including electric ones , even local carmakers without having foreign ambitions are selling thousands of vehicles in the country. Porsche has long recognized the potential for the market in China, getting into the Asian giant close to 20 years ago. Now, Porsche is celebrating important breakthrough in the country.

To celebrate its twentieth anniversary in the country, the carmaker unveiled a new special edition associated with the quickest Porsche yet at the 19th Shanghai Worldwide Automobile Industry Exhibition. The particular unveiling was graced simply by no less than Porsche's top honcho, Oliver Blume. Dubbed since the new 911 Turbo S i9000 20 Years Porsche China Release, this new model will simply be sold in China.

The 911 Turbocharged S 20 Years Porsche China and taiwan Edition is wrapped within blue exterior finish, maybe to pay tribute to the brand new development opportunities in the country possible through electrification and digitalization. The new special edition is notable by thin white lines running the from the logo on the front hood towards the rear wing of the sports vehicle. "20" and "Porsche" marks are found on the sides from the 911 Turbo S unique.

In past times 20 years, plenty of things have got happened with Porsche in China and taiwan. Porsche's China headquarters has been relocated to the prestigious Lujiazui Financial Plaza in Shanghai in china two years ago. The sports vehicle maker now has 126 sales outlets on the Chinese language mainland, Hong Kong and Macau. Likewise, Porsche's first electrical car – the Taycan – proved to be heavily favored by young customers, whose typical age is just 33.

ASSOCIATED: Porsche 911 Turbo S Gets Tiongkok 20th Anniversary Edition

Within 2020, China became the particular third-largest global market for your two-door Porsche sports vehicles, 911 and the 718. Nevertheless, the Cayenne and Macan remain the most sought-after automobiles in China, which is also the biggest single market for the Panamera. Porsche is confident the fact that sports car culture will continue to be grown in the country.

To tap the younger era of car buyers in the land, Porsche China has developed numerous digital products and services. For instance, the particular carmaker has launched the particular Porsche Tmall Flagship Shop, which is the only authorized Porsche flagship store running on the third party e-commerce platform. Porsche isn't just celebrating 20 years within China, it's already getting yourself ready for the next two decades to come.

Source: Porsche

FOLLOWING: President Biden Tours EV Plant Within Push To Overtake China's Foothold On Market

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Porsche Macan GTS 2020 UK review

This is our second encounter with the recently updated version ofPorsche's formidable Macan GTS– but the first in the UK.Our initial drive of this sharper, more focused take on Stuttgart's golden-goose SUV came all the way back in February at the car's international launch. And on smooth, technical Portuguese roads, it reminded us why the Gran Turismo Sport model has beenthe Macanof choice for keener drivers who happen to have families in tow. Now it's landed here in the UK and it's time to find out just how effective it is on bruised and battered British Tarmac.But first, a quick recap onwhat makes a GTS a GTS . The recipe remains pretty similar to last time: introduce a slightly more focused chassis tune; add in a dash of extra visual flair; and give power and torque a modest hike.So you still get a range of tasty visual tweaks that include darkened light housings, See: bluedriver lsb2 pro obd2 scanner. black 20in RS Spyder Design alloy wheels and some glossy black exterior trim pieces - all of which leave the Macan GTS looking suitably meaner than the standard car. The car sits 15mm closer to the ground, too, on a sportier suspension set-up that includes recalibrated adaptive dampers for enhanced levels of response and control. Optional height-adjustable air suspension drops it by 10mm in Comfort setting, but in Sport Plus mode takes it lower even than the coil-sprung Macan GTS. Our test car had it, at a cost of £1044.The most significant tweak, however, relates to how the GTS gets its smattering of additional straight-line punch. Whereas the last car got a gruntier version of the 3.0-litre twin-turbocharged V6 from the Macan S, this one uses the 2.9-litre motor fromthe flagship Turbo . So that it doesn't step on the range-topper's toes, power and torque are capped at 376bhp and 384lb ft, as opposed to the 434bhp and 403lb ft of the Turbo. Even so, that's still 20bhp and 16lb ft more than you got in the last Macan GTS.Just as quick as you'd ever need it to be, that's for sure. It may not be the most powerful Macan out there, but it's unlikely you'll really notice out on the road.Our Sport Chrono Package-equipped car felt every bit as quick as its claimed 4.7sec 0-62mph suggests it should, with its V6 delivering heroic acceleration right through the rev range. Its aggressive and pleasingly feral-sounding snarl is accentuated very nicely by its standard-fit sports exhaust, while the hot-vee positioning of its turbochargers and sharpened seven-speed PDK gearbox deliver swift throttle response and quick-fire shifts.So it's very easy to find yourself travelling really very quickly. And thanks to those suspension tweaks, the fitment ofPorsche'sclever torque-vectoring PTV Plus differential, an accurate, communicative steering rack and rear-biased all-wheel traction, maintaining that pace through corners isn't a task that'll faze the Macan GTS too greatly, either.Faster bends will result in a bit of body roll, even in Sport Plus mode, but such movements arrive in an exceptionally controlled fashion. Grip levels are very high, and the steering gives you a reassuringly clear idea of how the outside tyres are loading up and responding to the surface under wheel. It doesn't feel quite as energetic or immediate in its responses as, say,an Alfa Romeo Stelvio Quadrifoglio , but neither is it uninvolving or dull in the way it reacts to you getting your foot down. In fact, the sense of sure-footedness that underwrites its impressive dynamism only heightens its appeal as an everyday performance SUV.So, too, does its ride quality. There's a firmness, but it never feels agitated or as though it's about to run away from itself on harsher surfaces. In fact, the manner in which you can sense its suspension working to keep its wheels in contact with the road and its body level as you nail it down an undulating stretch of B-road is pretty incredible. As is the fact that it won't make you wince as you hit a rut or bump, even when everything is dialled up into Sport Plus mode.Then when you decide you want to chill out and take it easy, it turns back into a liveable and well-mannered family SUV. There is a small amount of fidgeting that's de...

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New Post has been published on https://www.vividracing.com/blog/2020-porsche-macan-s-dyno-test-and-upgrade-video/

2020 Porsche Macan S Dyno Test and Upgrade Video

In the world of small performance-oriented SUVs, the Porsche Macan has long been one of the favorite options for many enthusiasts. It’s small, nimble, and it offers enough performance to take many modern “sports cars” by surprise. Thanks to Porsche moving toward a fully turbocharged product lineup, getting more power of the Macan S has never been easier.

The 2020 Macan S features an all-new 3.0L V6 with a single turbocharger setup. This is quite a bit different than previous Macans which had the option for a twin-turbo V6 engine. There are pros and cons for both types of turbocharging systems, but with the new 2020 set up comes new opportunities for more power, all of which can be unlocked with a simple ECU flash.

Luckily, the ECU placement on the Macan is extremely easy to get. Once it’s removed, it can quickly and easily be unlocked on the tuning bench which allows it to be flashed with different tuning parameters. Before we installed the new tune, we took the Macan S over to our dyno to get some baseline power figures, which allows us to measure to increase in power accurately once the tune is installed.

With our all-wheel-drive Mustang dynamometer and high-ambient temperatures in Arizona, we expected relatively low baseline numbers. In totally stock form, the 2020 Macan S put down 293hp and 350lb-ft, which is about what we expected. With a few runs we knew we were getting consistent numbers, so it was time for some tuning.

Stock:

392hp

350lb-ft

With the ECU flashed with our VR Tuned system, we tested the Macan S in the same environment with nearly the same ambient temperature. With more boost, improved air/fuel ratios, optimized ignition timing, and many other changes, the 2020 Macan S put down an impressive 316hp and 439lb-ft.

VR Tuned:

316hp

439lb-ft

Due to high temperatures and the Macan’s relatively small turbocharger, peak horsepower gains are relatively modest, but the mid-range and low-end power are massively improved. Mid-range power is arguably the most important for day-to-day driving and 0-60 runs since the amount of time spent at high RPM is much less than the time spent at low and mid-range RPM.

On the road, the Macan S is significantly faster when tuned, again thanks to the low-end and midrange RPM power increase. With the tune installed, the Macan rips from 0-60mph significantly faster than stock and makes it much more fun to drive!

Learn more and order your 2020 Macan S VR Tuned ECU Flash Here

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2020 Porsche Macan GTS review: Emphasis on performance

New Post has been published on https://appradab.com/2020-porsche-macan-gts-review-emphasis-on-performance-5/

2020 Porsche Macan GTS review: Emphasis on performance

The GTS looks great in Carmine Red.

Steven Ewing/Roadshow

At this point, GTS in Porsche parlance should just stand for Get This Spec. The company’s GTS-badged cars strike the best balance between outright performance and daily drivability, and that’s as true in this 2020 Macan as it is in any 718, 911, Cayenne or Panamera. I’ve driven the S and I’ve driven the Turbo, but the GTS is the Macan I’d park in my garage.

Like

Outstanding chassis balance

Sports car-like steering

Sonorous sport exhaust

Robust infotainment tech

Don’t Like

Twin-turbo V6 lacks character

Gets expensive in a hurry

The GTS uses a detuned version of the 2.9-liter twin-turbo V6 from the Macan Turbo. Here, the engine produces 375 horsepower and 383 pound-feet of torque — noticeable reductions compared to the Turbo’s 434 hp and 405 lb-ft. But on the road, you’d have a hard time noticing the difference. This engine lacks visceral drama, though I think that’s less egregious when the associated output numbers are lower. The GTS at least makes up for this somewhat with a standard sport exhaust, which adds some sonority to the powertrain’s buttoned-up demeanor.

Porsche says the GTS can accelerate to 60 mph in as little as 4.5 seconds with the optional Sport Chrono package, which is 0.4 seconds slower than the Macan Turbo. I genuinely don’t believe that less-than-half-a-second discrepancy is something anyone can feel during daily driving on public roads. And since the engine’s torque is fully available from just 1,750 rpm, there’s never a lack of urgency to the GTS’ acceleration, whether pulling away from a stoplight or just trying to shoot the gap between slower cars on the highway.

The seven-speed dual-clutch gearbox is always up for an impromptu downshift via the steering wheel-mounted paddles, and the Sport and Sport Plus modes — the latter is part of the $1,360 Sport Chrono package — alter the throttle and transmission programming just enough to liven up the Macan’s character. You could drive the GTS in Sport mode all day, every day without it ever feeling high-strung, while Sport Plus is best left for tighter sections of winding roads where you’ll want to take advantage of its tendency to hold gears up near the engine’s redline.

The GTS’ powertrain is fine, but the chassis, steering and brakes really make this Macan feel special. Porsche’s adaptive air suspension comes standard and can lower the Macan by 10 millimeters in Sport and Sport Plus modes. Porsche’s Active Suspension Management (PASM) dampers are a perfect match to the air-ride system, delivering a smooth ride on broken pavement while keeping the GTS taut and composed on smooth stretches of canyon roads. Even with my tester’s upsized 21-inch wheels and staggered 265/40 front and 295/35 rear tires, the Macan never feels too stiff or too floaty for any given scenario. Honestly, the ride quality might be the GTS’ single best attribute.

These 21-inch wheels and low-profile ties don’t ruin the GTS’ ride.

Steven Ewing/Roadshow

Porsche always gets its cars’ steering right, and the Macan GTS is no exception. The weight and communication on offer are more akin to that of a 718 Cayman than any other compact SUV, with a right-sized steering wheel adorned with only a few redundant controls. My tester has Porsche’s Surface Coated Brakes (PSCB), which were kind of bad when they first launched on the Cayenne, but have since been reworked with new pads, better pedal feel and a more progressive stopping experience. Now, these brakes are quite good and reduce dust buildup on the wheels. Whether they’re worth the $3,490 upgrade over the perfectly fine standard steel brakes, though, is hard to say.

One option worth adding is Porsche’s brake-based torque-vectoring tech, for $1,500. This ability to modulate power from side to side at the rear axle improves the Macan’s cornering reflexes, making this already-sharp little crossover even more entertaining. You’ll never feel it working, but you’ll find it easier to keep up with smaller, more powerful sports cars on mountain roads.

Going for the GTS gets you the Sport Design exterior treatment, with black-painted exterior accents, LED headlights and a darker tint to the rear taillight bar. Inside, you get sport seats wrapped in leather, though you can have the whole cabin done up in Alcantara suede with Carmine Red stitching as part of the $4,790 GTS Interior Package. Like all Macans, the GTS is plenty comfortable for driver and passenger up front, but the rear seats are awfully small, even by compact SUV measurements.

The PCM infotainment tech is new but the rest of the interior is showing its age.

Steven Ewing/Roadshow

The Macan got a welcome tech upgrade as part of a refresh in 2018 and now runs Porsche’s Communication Management infotainment software on a 10.9-inch touchscreen. PCM continues to impress with its quick responses to inputs, online search tools, bright graphics and reconfigurable home screen. A Wi-Fi hotspot and Apple CarPlay are standard, but Android Auto is still a no-go. Too bad.

Look below the touchscreen, though, and you’ll find a sea of controls on the console — a reminder that the Macan is a bit older than Porsche’s other models. Sure, the rows of buttons are clearly labeled and easy to use, they just look outdated, especially compared to the flush, backlit designs of Porsche’s newer products.

I’d love to tell you about all of the Macan’s standard driver-assistance features, but as is the case with every Porsche, all the good stuff costs extra and is available a la carte. A surround-view camera is $1,200. You can buy lane-change assist and lane-keeping assist for $700 apiece, or just spend $1,380 and get them as part of a bundle. Adaptive cruise control comes in for an additional $1,170, and if you want freaking keyless entry, that’s an extra $800, too. Sheesh.

The Macan is hands-down the best-driving compact luxury SUV.

Steven Ewing/Roadshow

There are myriad options available for the Macan GTS, so its $73,450 starting price (including $1,350 for destination) is just that: the start. My Carmine Red tester is a German-spec model that Porsche flew over for testing, so I don’t have an exact price for the SUV you see here. Playing around to the best of my ability on Porsche’s configurator, I’m going to guesstimate an as-tested price of $94,000 out the door, give or take a few Benjamins.

If you compare price tags, the Macan GTS is sort of a hard sell against competitors like the BMW X3 M40i or Mercedes-AMG GLC43, both of which can be nicely equipped for less than the Porsche’s starting MSRP. But the Macan — especially the GTS — is the best-driving, best-balanced SUV of the bunch and handily punches above its weight. If performance is a priority, you definitely get what you pay for. 

[perksofwifi]

Super SUV Comparison 2020: BMW X3 M vs. X6 M, Cayenne Turbo Coupe, GLE63 S AMG, and Levante Trofeo

Like watching an Airbus A380 claw its way into the sky, blasting through L.A.’s famous canyon roads in a nearly three-ton, 600-hp atomic eggplant never gets old. What’s even better: seeing the eventual winner of our Super SUV shootout towering over the sleek, low-slung sports cars and supercars at MotorTrend’s Best Driver’s Car a few months later.

In this year’s field of Super SUVs, the least powerful vehicle we have, the 2020 BMW X3 M Competition, makes a mere 503 hp  from its 3.0-liter twin-turbo I-6. The most output comes from the Bimmer’s big brother, the X6 M Competition, which holds a 617-hp 4.4-liter twin-turbo V-8. Splitting the difference between the two roundel-spangled siblings are the 541-hp 2020 Porsche Cayenne Turbo Coupe, the 590-hp 2020 Maserati Levante Trofeo, and the 603-hp 2021 Mercedes-AMG GLE 63 S 4Matic+.

Our field this year ought to give our Best Driver’s Car entrants their toughest challenge yet—which says a lot considering the caliber of last year’s winner, the Lamborghini Urus, and the prior year’s, the Alfa Romeo Stelvio Quadrifoglio. Any of these beasts will pin back the ears of Jack, Steve, and Jeff on their way to hockey practice while leaving plenty of room for all the sticks and pads in back.

As in years past, Best Driver’s Car rules are in play: Concerns about cost and practicality take a back seat, and we dispense with test numbers. They’re all crazy-fast, so what’s a tenth of a second here or there?

What we do care about is how these vehicles drive and make us feel. Like you, we drive (at least some of the time) for pure enjoyment and to forget our collective reality. We’re looking for the most fun to drive, most engaging, and most exciting performance SUV—the one, like the Urus and Stelvio, that is most capable of putting a smile on your face and keeping it there.

After a fast-paced week on L.A.’s famed Angeles Crest Highway and deep in the San Bernardino Mountains, here’s how our five SUVs shook out.

5th Place: 2020 Maserati Levante Trofeo

Back in 2017, when the Levante first hit the streets, we invited it to come play in the snow with a Jaguar F-Pace, Mercedes GLC 43, and Porsche Macan GTS, but Maserati declined our invitation. I’m a bit embarrassed to admit it, but we kind of forgot Maserati existed for a few years—that is, until Maserati apologist and fellow features editor Scott Evans reminded us that the Alfa Romeo Stelvio Quadrifoglio isn’t the only Italian-built and Ferrari-hearted SUV on the road.

By all accounts, the Maserati Levante Trofeo—which made its debut in late 2018—should be a strong contender. For starters, there’s its powertrain. Whereas the Stelvio Quadrifoglio—a fellow FCA product—has a “Ferrari-derived” 505-hp twin-turbo V-6, the Levante Trofeo has a bona fide Ferrari V-8 under its snout.

Commonly found in Ferrari products ranging from the Portofino to the F8 Tributo, the 3.8-liter twin-turbo mill makes 590 hp and 538 lb-ft of torque when fitted with a cross-plane crank and shoehorned into the Levante Trofeo. It’s paired with an eight-speed automatic and torque-vectoring all-wheel drive. The Levante Trofeo also gets a new Corsa (race) drive mode, which drops the Levante’s air suspension bags, stiffens its suspension, changes the transmission’s shift points, and makes that Ferrari mill snarl even louder.

Good thing, because that V-8 is the best part of the Levante experience. Unlike some twin-turbo setups, which sacrifice a bit at low rpm, the little V-8 pulls hard right off the line all the way to its 7,200-rpm fuel cutoff.

“The boost is programmed beautifully to create wonderfully linear power delivery all the way to redline,” Evans said. “It almost feels naturally aspirated, and it has the same kind of catapult thrust pushing you down the road as the best turbocharged sports cars.” Setting aside Evans’ unrequited love affair with Maserati, he’s absolutely right: The biggest flaw with the Maserati’s engine is that you can’t hear enough of it in the cabin.

Like its engine, the Levante Trofeo’s steering is delightfully linear. It’s well weighted and responsive—right up to the point the Maserati’s suspension can no longer keep up. There’s a constant delay-gain going on between steering turn-in and the Maserati’s suspension, which, even in its sportiest setting, is too softly sprung. In anything but a wide sweeper, the Levante turns in quickly, and there’s a solid beat before the Trofeo leans heavily on its outside tires, forcing the driver to make a quick steering correction so as not to be thrown wide.

Making matters worse, the lack of seat bolstering leaves the Levante’s driver hanging on to the wheel and bracing against the dead pedal to stay upright. “The lack of body control, even in Corsa mode, makes it much less confident than the others that I could push much harder,” road test editor Chris Walton said. “I felt like I was driving nine-tenths the entire time, yet at a slower pace. It’s exhausting to drive quickly.”

The Levante’s brakes are worse still. Pedal travel is equivalent to an overloaded dually motoring downhill on the Grapevine, with lots of squish before any bite from the pizza cutters at each corner.

Evans, ever the Maseroptimist, sees things differently: “The pedal got a little longer the hotter the brakes got, but then it stopped getting longer and the brakes kept working. I did pull into the finish with them smoking, but I think it’s because I rode them too long pulling in.” In a year marked by understatements from our elected leaders, I think it’s safe to say Evans has earned his nomination for the understatement of the year—impressive considering it’s 2020. To be fair to the Levante, I’m more impressed when Evans doesn’t flambé the brakes than when he does.

On a wide-open autostrada, the Levante Trofeo works. It feels powerful, fast, and even fun in a straight line. Except these days, we expect our Super SUVs to brake and turn as well as they accelerate.

“There’s a particular point where the Levante Trofeo feels excellent, when you’re just past the apex and rolling on the power,” senior features editor Jonny Lieberman said. “Suddenly, everything makes sense, and, yeah man, you’re in a Super SUV. But the rest of the time it just doesn’t feel as good.” The Levante may have the Italian heart of a Ferrari, but it’s outgunned by cold German steel from Stuttgart and Munich.

4th Place: 2021 Mercedes-AMG GLE 63 S 4Matic+

There was a time when you could expect anything with an AMG badge to be pure, immature fun. Now, as Mercedes-AMG, the lineup has grown up, multiplied, and become more advanced. The new 2021 Mercedes-AMG GLE 63 S is the latest addition to an AMG line that includes everything from the A 35 compact to the One hypercar.

Sitting square in the middle of AMG’s SUV range, the GLE 63 blends the big V-8 power we’ve come to expect from AMG products with hybrid technology and advanced chassis control systems. Sitting under its hood is a hand-built 4.0-liter twin-turbo V-8 with an electric motor sandwiched between it and a nine-speed automatic (which sends power to all four wheels).

The motor—good for 21 hp and 184 lb-ft of torque on its own—doesn’t actually add anything to the GLE 63’s total 603 hp and 627 lb-ft total system output, but it does provide a low-end boost as the turbos spool up. The Benz’s electrified powertrain is backed up by AMG’s Active Ride Control system, which uses active anti-roll bars, air springs, and active, magnetic-fluid engine mounts to help control body roll and improve handling. Sticky tires and massive Brembo brakes round out the package.

If you’re thinking, “My, that Mercedes sounds complicated!” you’re not wrong. Our tester was an early build and had some software issues that caused its fancy computerized drive systems to pull power in the bends. Although the GLE behaved for most of us, its glitches reared their heads for Evans and Lieberman. “The nannies are kicking on when they don’t need to be—even when everything is switched all the way off,” Lieberman said. We can only judge the vehicle we drive.

When it was working, the GLE 63 S drove like a heavy AMG GT 4-Door, which, as Evans pointed out, “is both a compliment and a curse.” Like the AMG fastback, the GLE is fast. The hybridized powertrain produces wave after wave of torque, pinning you back in your seat—hard—as the gray rock and green pines of Angeles Crest blur past your window. The Benz’s body control, when it functions properly, is a revelation, completely eliminating body roll and helping the GLE shrink around you.

Although the GLE 63 is exceedingly competent and an altogether convincing AMG product, it’s not as engaging as our top three contenders. Its steering feel seems to be the biggest issue. There’s an unmistakable digitalness to the GLE’s helm—like you’re controlling a binary flow of 1s and 0s in iRacing instead of turning rubber against asphalt.

The GLE 63’s transmission also left us wanting. The sole homegrown transmission in this group (the rest of our group uses ZF eight-speeds), the Mercedes’ nine-speed could at times be frustratingly slow to downshift and disappointingly eager to upshift, even in Race mode. Use of the steering wheel–mounted paddle shifters is a must.

A bigger sin than digital steering, an unpolished transmission, and yes, even computer errors, the GLE 63 isn’t as exhilarating as it should be. “A couple of weeks before driving the GLE, I drove the AMG GT R on the same stretch of road,” MotorTrend en Español managing editor Miguel Cortina said. “The GLE needs to deliver more of that in terms of sportiness.”

It all goes back to the AMG GT 4-Door; the GLE, just like the big fastback sedan, is competent but not engaging. If you’re going to flog 600 hp in an SUV, shouldn’t it put a smile on your face, too?

3rd Place: 2020 BMW X3 M Competition

If there were an oddball in this comparison, it’d be the X3 M Competition. A half-ton lighter and one-third less costly than the rest of the field, you’d think the X3 M would be outgunned. But this little guy is packing heat.

The X3 M Comp’s new 3.0-liter twin-turbocharged I-6 is a firecracker. With 473 hp and 442 lb-ft of twist, accompanied by an eight-speed auto and torque-vectoring all-wheel drive, the X3 M feels like a flyweight among sumo wrestlers. But this X3 M is more than just a hot-rodded engine in a compact SUV—ours included the M Competition package, which boosts power by 30 hp, to 503 hp, and fits the X3 with a sport exhaust system, among other treats.

Unleashed on Angeles Crest Highway, the X3 M Comp feels like the jacked-up M3 Wagon that BMW stubbornly refuses to build—until just recently. Capturing the stupid-fun essence that this segment is truly about, the BMW shows the good that can happen when you squeeze an underrated engine into a small(ish) package. “It drives much faster than only 503 hp would have you believe,” Lieberman said. “It pulls hard, and then over 6,000 rpm it really starts pulling. Beast of a motor.” M3 and M4 owners will be quite happy when this engine makes its way into the upcoming G20-edition M3.

BMW got the X3 M Comp’s steering mostly right, too. Although it perhaps lacks a bit of feedback compared with our top two finishers (its “bloated, ring-bologna steering wheel,” as Walton put it, doesn’t help), it’s nevertheless both sharp and precise. Couple that with the all-wheel-drive system’s most aggressive MDM 4WD Sport torque-vectoring setup, and you have a pocket rocket of an SUV that’s fairly easy to drive fast.

Where the X3 M puts its foot wrong is in its ride quality. “There’s one big flaw here, and it’s the damping,” Evans said. “It. Is. So. Stiff. Even in Comfort mode I’m getting gut-punched on every bump,” a sentiment all five judges echoed. Walton added: “Boing, boing, boing! The vertical motions never stop. It was like a completely different road; the X3 found every single road imperfection and magnified it. It got old very quickly. I could not live with this daily.”

The X3 M’s poorly calibrated ride has amplifying effects on the Bimmer’s steering, too, forcing the driver to constantly make small corrections. And if you’re not in the right drive setting, that can cause the Bimmer’s nose to wash out, drastically increasing the pucker factor. FYI, there are three individually configurable settings for the X3’s (and X6’s) powertrain, steering, suspension, and transmission, plus two for the all-wheel-drive system, so carefully choose your setting to match your road and driving intentions.

With competition this fierce, one flaw—in this case, a fairly major one—held this Bimmer back. We adore the X3 M Competition’s powertrain and really enjoy its steering, but if the ride is so stiff that it punishes you for driving it, what’s the point?

2nd Place: 2020 BMW X6 M Competition

Love them or hate them, you have the BMW X6 to thank for the mass proliferation of fastback “SUV coupes.” Now in its third generation, our Purple Porsche Eater represents BMW’s strongest effort yet at blending sports car performance with SUV practicality.

Just as the X3 M shares much with the 3 and 4 Series, the X6 M takes its cues from the 5 and 8 Series. The X6 M sports the M5 and M8’s potent 4.4-liter twin-turbo V-8, which makes 600 hp in its standard form or 617 hp as found in our Ametrin Metallic X6 M Competition tester. Torque sits at a healthy 553 lb-ft of twist. Like the X3 M, power is routed to a torque-vectoring all-wheel-drive system via an eight-speed automatic.

Also like the X3 M, the X6 M Comp’s powertrain is the star of the show. “This thing is a monster, a mutant freak,” Evans said. “It’s like the Porsche without the refinement.” Added Walton: “What a motor! The torque is amazing, and it sounds terrific. The X6 M’s twin-turbo V-8 is shockingly linear in its power delivery.”

Throttle response is so crisp and power delivery so sudden that stomping on the X6 M’s throttle down a straight is the automotive equivalent of an open-ice body check in the NHL. “It doesn’t matter what gear you’re in—third, fourth, or fifth—the X6 M just pulls and pulls,” Lieberman said. “You find yourself changing gears due to an auditory muscle memory.”

The BMW has the brakes to back up its power output, too. “I’ve never actually landed on an aircraft carrier, but this is what it has to be like when the hook catches the arresting wire,” Evans said. “The brakes on this thing are unreal.” Tire grip, with its steamroller-wide Michelins and BMW’s torque-vectoring all-wheel-drive system, was similarly phenomenal.

For its size, the X6 M handles its weight well. You feel the Bimmer’s heft, but its chassis feels composed and neutral, and its steering quick and progressive. Like the X3 M, the helm of the X6 M could use a touch more “dynamism” (as German engineers like to say). Steering is quick, somewhat light, and accurate, certainly, but a touch more delicacy from this big brute would be welcome.

The X6 M’s suspension could also use more refinement. Although it’s nowhere near as poorly calibrated as the X3 M’s, the X6 M Comp’s suspension tuning is still on the wrong side of busy.  In its sportier suspension settings, the X6 M would pogo up and down in places where the Mercedes and Porsche had no issues.

So what holds the X6 M Competition from victory? Both Walton and Evans captured the sentiment of the group. “I came away feeling impressed but not amazed,” Walton noted, while Evans said, “I’m blown away by what it’s capable of, but I’m not sure I love it.” More polish and a touch more refinement, and we’d all be singing a different tune.

1st Place: 2020 Porsche Cayenne Turbo Coupe

What a difference a year makes. We largely have the Porsche Cayenne to thank for the Super SUVs competition happening at all. Nearly two decades after the first-generation Cayenne launched, this latest version proves why the Cayenne has been the segment dominator: Whereas other manufacturers make sporty SUVs, Porsche just makes Porsches.

Truth be told, our Lava Orange Cayenne Turbo Coupe isn’t much different from last year’s second-place Cayenne Turbo after we dinged it for being boring. It rides on the same MLB platform as its more conventionally styled sibling and sits on the same wheels and tires. It even has an identical powertrain: a 4.0-liter twin-turbo V-8 with 541 hp and 567 lb-ft of torque paired with an eight-speed automatic, torque-vectoring all-wheel drive, and an optional four-wheel steering system. It’s not even the most powerful Cayenne in the stable. That honor belongs to the Cayenne Turbo S E-Hybrid, which Porsche didn’t want to send us (670 hp and 663 lb-ft of torque, because you’re wondering).

So what’s different? Well, somewhat obviously, the roof. Aside from its 911-esque profile, which lowers the Cayenne’s center of gravity, our tester also included the Lightweight Sport package, which swaps out the tin top for stiff, exposed-weave carbon fiber.

You think it wouldn’t make such a difference, but it does. Three iconic numbers came up in each judge’s notes: 911. I realize comparing a 5,500-pound thing to a 911 might sound a bit wry, but the Cayenne Turbo Coupe does a remarkable job of replicating the 911 Carrera S experience while retaining room for people in back.

The CTC’s steering is, as Walton put it, “perfectly weighted and amazingly precise,” mitigating any need for mid-corner corrections. Its air suspension and active anti-roll system also do a commendable job of making the Cayenne feel as lithe as a Carrera, Evans said: “The way it hunkers down to the road and jukes like a sports car is just phenomenal. This is what’s been missing from the Porsche SUV DNA the last few years—the sense of excitement. I don’t know what deal they made with Piëch’s ghost, but it was worth it.”

If there’s anything we want from the Cayenne Turbo, it’s more power. “What a funny world we live in,” Lieberman said. “The Porsche feels underpowered compared to the AMG and X6 M. I’d love to see what you’d have if you took this SUV and shoved the 641-hp engine from the Urus in it. Prediction? We’d achieve the Cayenne’s full potential.”

Most important, the Cayenne Turbo Coupe inspires the same sort of confidence as the 911 does. With the other four contenders, you’re always hyper-aware of the ridiculousness of a ballet with a three-ton, 22-inch-wheel-wearing SUV. The Cayenne makes it all feel normal.

As with all its products, Porsche melds man and machine and forces you to focus on the ribbon of asphalt ahead of you, prodding you to push harder on the straights, brake later into bends, and hold your line through the apex. The Cayenne Turbo Coupe is exhilarating yet instructive, supple yet firm, and leaves you yearning for the road to never end.

5th Place: 2020 Maserati Levante Trofeo Looks the business, doesn’t drive it.

4th Place: 2021 Mercedes-AMG GLE 63 S Technically capable, a bit boring.

3rd Place: 2020 BMW X3 M Competition Stellar engine, awful ride.

2nd Place: 2020 BMW X6 M Competition Fast, impressive, but lacking the final polish.

1st Place: 2020 Porsche Cayenne Turbo Coupe A 911 in SUV clothing. Why buy anything else?

POWERTRAIN/CHASSIS 2020 BMW X3 M Competition 2020 BMW X6 M Competition 2020 Maserati Levante Trofeo 2021 Mercedes-AMG GLE 63S 4Matic+ 2020 Porsche Cayenne Turbo Coupe DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD Front-engine, AWD Front-engine, AWD ENGINE TYPE Turbocharged I-6, alum block/head Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 90-deg V-8, alum block/heads, plus electric motor Twin-turbo 90-deg V-8, alum block/heads VALVETRAIN DOHC 24 valves/cyl DOHC 4 valves/cyl DOHC 4 valves/cyl DOHC 4 valves/cyl DOHC 4 valves/cyl DISPLACEMENT 182.6 cu in/2,993cc 268.2 cu in/4,395cc 231.8 cu in/3,799cc 243.0 cu in/3,982cc 243.9 cu in/3,996cc COMPRESSION RATIO 9.3:1 10.0:1 9.4:1 8.6:1 10.1:1 POWER (SAE NET) 503 hp @ 5,950 rpm 617 hp @ 6,000 rpm 590 hp @ 6,250 rpm 603 hp @ 5,750 rpm (gas), 21 hp (elec), 603 hp (comb) 541 hp @ 5,750 rpm TORQUE (SAE NET) 442 lb-ft @ 2,600 rpm 553 lb-ft @ 1,800 rpm 538 lb-ft @ 2,500 rpm 627 lb-ft @ 2,500 rpm (gas), 184 lb-ft (elec), 627 lb-ft (comb) 567 lb-ft @ 1,960 rpm REDLINE 7,200 rpm 7,200 rpm 7,200 rpm 7,000 rpm 6,800 rpm WEIGHT TO POWER 8.9 lb/hp (MT est) 8.8 lb/hp (MT est) 8.5 lb/hp (MT est) 9.1 lb/hp (MT est) 9.3 lb/hp (MT est) 0-60 MPH 4.0 (MT est) 3.5 sec (MT est) 3.3 sec (MT est) 3.4 (MT est) 3.2 sec (MT est) TRANSMISSION 8-speed automatic 8-speed automatic 8-speed automatic 9-speed automatic 8-speed automatic AXLE/FINAL DRIVE RATIO 3.15:1/2.02:1 3.15:1/2.02:1 3.27:1/2.19:1 3.27:1/1.96:1 3.48:1/2.23:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Control arms, air springs, adj shocks, adj anti-roll bar; multilink, air springs, adj shocks, adj anti-roll bar Multilink, coil and air springs, adj shocks, adj anti-roll bar; multilink, coil and air springs, adj shocks, adj anti-roll bar STEERING RATIO 12.9:1 13.0:1 16.1:1 Not yet available 12.2:1 TURNS LOCK TO LOCK 2.4 2.6 2.8 Not yet available 2.3 BRAKES, F; R 15.6-in vented, drilled disc; 14.6-in vented, drilled disc, ABS 15.6-in  vented, drilled disc; 15.0-in vented, drilled disc, ABS 15.0-in vented, drilled disc; 13.0-in vented, drilled disc, ABS 15.8-in vented, drilled disc; 14.6-in vented, drilled disc, ABS 17.3-in vented, drilled carbon-ceramic disc; 16.1-in vented, drilled carbon-ceramic disc, ABS WHEELS 9.5 x 21-in; 10.0 x 21-in cast aluminum 10.5 x 21-in; 11.5 x 22-in forged aluminum 9.0 x 22-in; 10.5 x 22-in forged aluminum 10.0 x 22-in; 11.0 x 22-in forged aluminum 9.5 x 21-in; 11.0 x 21-in forged aluminum TIRES 255/40R21 102Y; 265/40R21 105Y Michelin Pilot Sport 4S (star) 295/35R21 107Y; 315/30R22 107Y Michelin Pilot Sport 4S (star) 265/35R22 102Y; 295/30R22 103Y Continental SportContact 6 MGT 285/40R22 110Y; 325/35R22 114Y Michelin Pilot Sport 4S M01 285/40R21 109Y; 315/35R21 111Y Pirelli P Zero Corsa N0 DIMENSIONS WHEELBASE 112.8 in 117.0 in 118.3 in 117.9 in 114.0 in TRACK, F/R 63.9/63.1 in 66.9/66.5 in 64.4/66.9 in 66.7/67.7 in 66.4/66.5 in LENGTH x WIDTH x HEIGHT 186.2 x 74.7 x 65.7 in 195.0 x 79.5 x 66.7 in 197.6 x 78.0 x 65.4-68.4 in 190.0 x 79.5 x 70.2 in 194.5 x 78.4 x 62.9-67.3 in GROUND CLEARANCE 8.0 in 8.4 in 6.8-9.7 in 7.5-8.1 in (MT est) 5.2-9.6 in APPRCH/DEPART ANGLE 18.2/20.3 deg 18.2/20.7 deg 22.0/26.0 deg 18.0/19.8 deg 24.5-27.1/15.1-24.1 deg TURNING CIRCLE 41.4 ft 42.0 ft 41.2 ft 40.7 ft 37.8 ft CURB WEIGHT 4,500 lb (MT est) 5,400 lb (MT est) 5,000 lb (MT est) 5,500 lb (MT est) 5,500 lb (MT est) WEIGHT DIST, F/R 51/49% (MT est) 51/49% (mfr est) 51/49% (MT est) 56/44% (MT est) 57/43% (mfr est) TOWING CAPACITY Factory hitch not available in U.S. Factory hitch not available in U.S. Not equipped for towing 7,700 lb 7,716 lb SEATING CAPACITY 5 5 5 5 5 HEADROOM, F/R 40.7/38.5 in 39.3/37.5 in 40.2/39.1 in 40.5/39.6 in 38.2/38.3 in LEGROOM, F/R 40.4/36.4 in 40.4/35.7 in 41.6/37.2 in 40.3/40.9 in 41.1/40.0 in SHOULDER ROOM, F/R 57.6/56.0 in 60.0/57.7 in 57.8/55.9 in 59.3/58.3 in 59.1/56.5 in CARGO VOLUME, BEH F/R 62.5/28.7 cu ft 59.6/27.4 cu ft 57.4/20.5 cu ft 74.9/33.3 cu ft 53.4/21.1 cu ft CONSUMER INFO BASE PRICE $77,895 $118,595 $151,485 $114,945 $131,450 PRICE AS TESTED $83,845 $131,745 $154,085 $133,075 $158,460 STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes Yes/yes Yes/yes AIRBAGS 8: Dual front, front side, f/r curtain, front knee 10: Dual front, f/r side, f/r curtain, front knee 6: Dual front, front side, f/r curtain 9: Dual front, f/r side, f/r curtain, driver knee 10: Dual front, f/r side, f/r curtain, front knee BASIC WARRANTY 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles POWERTRAIN WARRANTY 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles ROADSIDE ASSISTANCE 4 years/Unlimited miles 4 years/Unlimited miles 4 years/50,000 miles 4 years/50,000 miles 4 years/50,000 miles FUEL CAPACITY 17.2 gal 21.9 gal 21.1 gal 22.5 gal 23.7 gal EPA CITY/HWY/COMB ECON 14/19/16 mpg 13/18/15 mpg 14/18/15 mpg 15/19/16 mpg 15/19/17 mpg ENERGY CONS, CITY/HWY 241/177 kWh/100 miles 259/225 kWh/100 miles 241/187 kWh/100 mi 225/117 kWh/100 miles 225/177 kWh/100 mi CO2 EMISSIONS, COMB 1.22 lb/mile 1.40 lb/mile 1.25 lb/mile 1.15 lb/mile 1.17 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium Unleaded premium Unleaded premium

The post Super SUV Comparison 2020: BMW X3 M vs. X6 M, Cayenne Turbo Coupe, GLE63 S AMG, and Levante Trofeo appeared first on MotorTrend.

https://www.motortrend.com/news/2020-bmw-x6m-x3m-vs-porsche-cayenne-turbo-coupe-maserati-levante-trofeo-mercedes-amg-63s-comparison-test-review/ visto antes em https://www.motortrend.com

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2020 Porsche Macan

2020 Porsche Macan : The 2020 Porsche Macan is a five-seater small luxury SUV available in four trim levels: Base, S, Turbo and GTS. The 2020 Porsche Macan is not cheap and does not have a wide range of equipment. 2020 Porsche Macan crossovers roll out from the manufacturer of the manufacturer and for dealers who do not have […]

2020 Porsche Macan Source @ https://carsmag.us/2020-porsche-macan/

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The UPDATED 2020 Mercedes-AMG GLC 43 is a Balance of Luxury and Speed

2020 Mercedes-AMG GLC43 review by The Straight Pipes. The Mercedes-AMG GLC43 is pumping out 385hp and 384 lb-ft tq from a Twin Turbo 3L V6. Sitting at $82,890 CAD, would this be your pick over the BMW X3 M340i, Porsche Macan S, Audi SQ5? Track driving performed on a closed course with Mercedes’ supervision. Support us on Patreon: https://www.patreon.com/thestraightpipes Become a YouTube Member! https://www.youtube.com/channel/UC86SBFIAgnYL3ll2ZDgmsuA/join Subscribe! http://www.youtube.com/subscription_center?add_user=TheStraightPipes Facebook! https://www.facebook.com/thestraightpipes Instagram! https://www.instagram.com/thestraightpipes Twitter! https://twitter.com/StraightPipers Buy our merch at https://teespring.com/stores/thestraightpipes Check out Continental Tire at https://www.continentaltire.ca ------------------- #mercedes #glc #amg ------------------- .video-container {position: relative;padding-bottom: 56.25%;padding-top: 1px; height: 0; overflow: hidden;} .video-container iframe, .video-container object, .video-container embed {position: absolute;top: 0;LEFT: 0;width: 100%;height: 100%;}

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The UPDATED 2020 Mercedes-AMG GLC 43 is a Balance of Luxury and Speed

2020 Mercedes-AMG GLC43 review by The Straight Pipes. The Mercedes-AMG GLC43 is pumping out 385hp and 384 lb-ft tq from a Twin Turbo 3L V6. Sitting at $82,890 CAD, would this be your pick over the BMW X3 M340i, Porsche Macan S, Audi SQ5? Track driving performed on a closed course with Mercedes’ supervision. Support us on Patreon: https://www.patreon.com/thestraightpipes Become a YouTube Member! https://www.youtube.com/channel/UC86SBFIAgnYL3ll2ZDgmsuA/join Subscribe! http://www.youtube.com/subscription_center?add_user=TheStraightPipes Facebook! https://www.facebook.com/thestraightpipes Instagram! https://www.instagram.com/thestraightpipes Twitter! https://twitter.com/StraightPipers Buy our merch at https://teespring.com/stores/thestraightpipes Check out Continental Tire at https://www.continentaltire.ca ------------------- #mercedes #glc #amg ------------------- .video-container {position: relative;padding-bottom: 56.25%;padding-top: 1px; height: 0; overflow: hidden;} .video-container iframe, .video-container object, .video-container embed {position: absolute;top: 0;LEFT: 0;width: 100%;height: 100%;}

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[jeffrey2garner]

The Jaguar F-PACE SVR: A Modern-Day Supercar

Let’s be perfectly clear: The 380-horsepower Jaguar F-PACE S has always been a fast SUV. Its supercharged V6 roars to life and will make the uninitiated’s hair stand on end. On this point, there is little argument.

The trouble is, performance SUVs like the BMW X5 M, Jeep Grand Cherokee Trackhawk, and Porsche Cayenne Turbo redefined what shoppers can expect from a high-riding crossover, and Jaguar, a company with a long history in performance and racing, simply couldn’t compete with those rocket ships.

Don’t Wake the Neighbors

Luckily, in a true Cinderella story, Jaguar’s supercharged V8 is a perfect fit for the F-PACE’s engine bay. It’s with this engine that the F-PACE evolves from a fast, premium luxury crossover and heads toward supercar territory.

The 2019 Jaguar F-PACE SVR isn’t necessarily the best choice for early risers living in quiet suburban hamlets. Sure, our test car’s Ultra Blue paint would look spectacular against a green, manicured lawn. But depress the brake and punch the ignition, and the birds will almost certainly leave their nest and your peaceful neighbors will likely be writing strongly worded letters to the homeowner’s association.

The F-PACE SVR is loud—loud is kind of Jaguar’s thing these days. But it also comes with a little party trick for those who can’t get enough of blasting through tunnels and revving in parking garages. On the center console between the driver and passenger seats, Jaguar has installed a button that opens a set of baffles in the exhaust tailpipe. Hit this button, and the SVR’s engine note grows from a subtle (but noticeable) growl to an outright bark. The residents of your bucolic neighborhood might not appreciate the noise, but you likely will.

Watch Out for That Speed Limit

Once you’re off and running, the party’s just begun. The SVR’s 5.0-liter V8 engine puts out 550 horsepower and 502 pound-feet of torque, distributed to all four wheels and managed by a quick 8-speed automatic transmission. It’s not quite as quick as some competitors—namely the Porsche Macan Turbo—but with Pirelli Scorpion all-season tires, it raced away from stoplights and tore through corners. Despite the car’s 4,395 pounds, it never felt top-heavy.

Certainly, the SVR benefits from a few additional upgrades—at nearly $90,000, one would hope it comes with more than just a big engine. 22-inch wheels handle the wide tires, and the massive brakes house Jaguar’s electronic active differential, which helps the vehicle carve corners by applying light braking to the inside wheel during turns. Unfortunately, like a true supercar, it also chugged gas. Over 250 miles, we averaged 16.3 miles per gallon of painfully expensive premium fuel.

Stop for Groceries

What truly makes the F-PACE special, however, is not its sound or its speed or its handling chops. It’s that it provides all of these supercar elements while still being up to the task of day-to-day life.

Typically, you’ll hear critics praise the Porsche 911 or the Audi R8 as “everyday supercars,” because they’re relatively comfortable and easy to drive, while also providing top-tier performance. But next to an F-PACE SVR, those cars are garage-queen exotics.

The F-PACE gives you all-wheel drive. It gives you ground clearance. It gives you 63.5 cubic feet of total cargo space. It just so happens to also give you face-melting acceleration and cellular-disrupting braking. Packaged in gorgeously designed sheet metal and complete with advanced safety and technology features, the F-PACE SVR is the new daily-driving supercar.

For more auto news, check out these articles:

The 2019 Ford Ranger Packs Plenty for the Price

The 2020 Genesis G70 Gives BMW a Run for Its Money

The 2019 Kia K900 Excels as a Classic Luxury Flagship

Photos by Elliot Haney.

The post The Jaguar F-PACE SVR: A Modern-Day Supercar appeared first on The CarGurus Blog.

from The CarGurus Blog https://blog.cargurus.com/2020/01/09/the-jaguar-f-pace-svr-a-modern-day-supercar via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2020/01/the-jaguar-f-pace-svr-modern-day.html via IFTTT

[yahoo-twautos-2020autoshow]

Porsche Taycan登台首亮相！攜手935、919 Hybrid、99X Electric車展演繹「電掣 神馳」新篇章

2020台北車展於南港展覽館登場，今年Porsche展區以「Soul, electrified. 電掣 神馳」作為展演主軸，不僅完整呈現新世代全車系陣容，更首演亮相車迷殷切期盼的全新Taycan電動跑車，展現保時捷純電未來新篇章。此外，本屆車展也以多款賽車包括復刻經典賽車Porsche 935、賽道傳奇Porsche 919 Hybrid、以及電動賽車Porsche 99X Electric，演繹Porsche「Road to electrification」的旅程。

Ferdinand Porsche百年前打造Lohner-Porsche 為世界上第一部油電混合動力車款，不僅同時具備純電動力版本，更成為現今電動車與油電混合動力技術的濫觴；對Porsche而言，賽道是最佳的測試平台，���嚴苛挑戰與考驗中持續進化、透過賽道上的勝利印證工程和技術成就，始終都是Porsche堅持的造車信念。2020世界新車大展保時捷展區展出的每一部賽車都是一段Porsche賽事歷史的光榮印記：經典復刻Porsche 935致敬七十年代末的935/78 Moby Dick（大白鯨）賽道傳奇。

2011年保時捷重返利曼24小時耐力賽，919 Hybrid連續多年制霸LMP1賽事組別；如今，歷經30年的蟄伏，保時捷以全新99X Electric電動賽車重返方程式大賽，工程團隊透過LMP1專案研發919 Hybrid的寶貴經驗開發嶄新動力系統，成熟的油電混合動力科技更為開發純電賽車奠定良好基礎。Porsche跨越半世紀的賽事歷史，闡述對夢想的堅持，並構築一段Road to electrification的旅程，因此成就Porsche Taycan成為最有靈魂的跑車，更為Taycan全台首演亮相鋪陳完美序幕，演繹「Soul, electrified. 電掣 神馳」的嶄新篇章。

全新Porsche Taycan九月份於全球三大洲同步舉行盛大上市發表會，運用太陽能、水力與風力等自然能源，象徵Porsche為一部以永續概念打造新世代跑車。其生產製程全面達成碳中和，以「保時捷製造4.0」概念，以新標準定義能源效率的應用管理及環境友善原則。Taycan具備保時捷一貫的性能表現，同時擁有高度日常使用性。另外，先進的量產模式與車內數位功能使Taycan在永續性與數位化領域定義全新標竿。迄今為止，無論是在公路或賽道上，Taycan都是Porsche在純電車輛研發領域的顛峰之作。承襲利曼冠軍賽車919 Hybrid採用的800伏特電力技術和先進熱管理機制，創造出穩定且極為優異的性能表現。

此外，高效率的動能回充與出色的空氣動力學設計，成就更低的能源耗損、更長的續航里程，進而讓Taycan脫穎而出。這次車展上亮相的旗艦車款Taycan Turbo S可輸出動力高達761ps（560kW），其卓越的加速性能可在2.8秒內完成0-100km/h加速，最大續航行駛里程達412公里（符合WLTP測試標準），極速則為260km/h。Taycan搭配保時捷創新研發的二速變速箱，第一檔提供更高加速力道，有助於靜止起步；齒比綿長的第二檔即便在高速行駛時，仍確保高效率及功率儲備。

2020 世界新車大展Porsche展出全新Porsche 935，以911 GT2 RS高性能跑車為基礎，結合誇張的車身造型設計與輪廓，復刻經典致敬935/78 Moby Dick（大白鯨）傳奇賽車。在Porsche 911系列問世至今逾五十年的車系歷史上，七十年代晚期的賽道神話935/78 Moby Dick絕對寫下精彩篇章，如同神話故事中的獨角獸轉眼出現又瞬間消失，強悍的性能與爆發力只留下引擎咆哮後在筆直賽道上噴吐絢爛火焰的不朽傳說。

當年935/78 Moby Dick推出時的確讓人眼前一亮，極力向外擴張的前後葉子板儼然具備十足的侵略性和戰鬥本格，大尺寸的後尾翼則是參考飛行器的布局。除了車門和車頂，全車上下所有原本屬於935的部分，都被碩大的空氣動力學套件包覆其中。為了確保在24小時利曼耐力賽取得勝利，935/78刻意拉長車頭和車尾以提高空氣動力的效率。其龐大的白色原型車擁有修長外觀線條，配上白色底色和巨大整流罩，讓保時捷工程師聯想到了白鯨，並以赫曼的小說《白鯨記Mody Dick》命名。

全新世代Porsche 935大部分車體已由CFRP碳纖維複合材料所取代，而引人注目的空氣動力學設計更是一項全新開發的精密工程。多項外部設計細節皆向Porsche輝煌賽車歷史上奪冠經典賽車致敬：融入空氣動力學的輪輞邊框便是仿效935/78、後尾翼側板整合LED尾燈擷取自919 Hybrid LMP1賽車、左右兩側後視鏡源自當前的利曼冠軍賽車911 RSR、外露的鈦合金排氣尾管則是參照1968年的Porsche 908賽車，至於排檔桿頭採用層壓木紋設計讓人聯想到917、909 Bergspyder和Carrera GT等超跑車款。在沒有特殊規則和限制的情況下，Porsche 935是一部3.8升六缸雙渦輪增壓引擎、最大馬力700ps的賽車。

早在2009年Porsche便推出911 GT3 R Hybrid賽車，不僅延續Ferdinand Porsche百年前打造的油電混合車款，更使Porshce在接下來十年間朝Road to electrification的目標大步向前邁進。2011年Porsche執行董事會決定藉由Class 1原型車重返WEC和利曼賽道，當時賽事引入革命性的新法規，要求從2014年起採用Hybrid油電混合動力系統，並在研發擁有極大的自由度。這些規則也始終激勵著Porsche不斷創新。Ferry Porsche深信來自於賽車場上的競技與求勝，絕對是賽車研發領域最佳的催化劑。自1998年，儘管Porsche比任何汽車製造商都更接近利曼大賽的傳奇地位，卻從未取得賽事全面勝利。

919 Hybrid在此背景下誕生，並成為屢創紀錄的賽道贏家。2017年連續三年獲得空前成功，Porsche總共奪得19項利曼冠軍，並獲得三次車手和車廠冠軍。2018年巡迴錦標賽的破紀錄之旅，更讓919 Hybrid成為真正的傳奇。

919 Hybrid是一部迎向未來科技的移動實驗室，根據WEC的賽事規範，919 Hybrid透過一具緊湊的2.0升V4渦輪增壓汽油引擎（近500ps/368kW） ，結合兩套不同的動能回充系統-前軸的煞車動能和排氣動能，可產生約900ps（662kW）的系統綜效輸出；當內燃機引擎驅動後軸時，一具電動馬達為前軸提供超過400ps（294kW）的最大輸出功率，至於煞車和排氣系統所產生的動能則暫時儲存在由液體冷卻的鋰電池中。值得一提的是，這套系統所運用的800伏特技術正是Porsche Taycan的先驅。

蟄伏30年，Porsche重返方程式賽車領域，並於2019/2020年度ABB FIA Formula E電動方程式錦標賽中嶄露頭角。Porsche 2025戰略計畫讓保時捷重組車隊投入相關賽車運動，其中包括純正GT公路跑車和純電動跑車；保時捷在電動賽車賽事運動的投入與成功，都是Porsche擬定「Mission E」戰略中的重要的一環。

在設計方面，Formula E電動方程式賽車選擇Porsche傳統的賽車配色，而俯視可清楚看到Halo系統周圍的Porsche標誌。依循慣例，賽車的命名方式為三位數字，代表Porsche賽車和雙門跑車。其最高的數字是9，使用兩次目的在於強調對Porsche而言電動方程式賽車的重要性，而X則代表著前瞻科技和原型賽車。

99X純電動賽車代表了Porsche的創新精神，儘管所有參賽車隊必須遵循Formula E電動方程式錦標賽的規範使用相同底盤結構，但Porsche最大特點在於精良的駕駛冷卻系統與專為電動方程式賽車所開發的後軸懸吊系統。此外，如同Taycan，99X Electric賽車的動力總成也承襲919 Hybrid的精湛科技，以先進的800伏特技術提供動力，進一步探索電動車技術在賽道上持續精進的可能性。

台灣保時捷於本屆台北世界新車大展精心打造充滿科技意象、且極具Porsche跑車精神的專屬展區。同時，Porsche展區更進駐空前強悍的參展陣容，由備受台灣車迷期待的全新純電跑車Taycan領軍，加上Porsche 935復刻經典賽車、Porsche 919 Hybrid利曼冠軍賽車，以及Porsche 99X Electric電動方程式賽車等三部重量級賽車，搭配Porsche旗下Compact SUV性能旗艦Macan Turbo與911 Carrera 4S Cabriolet敞篷車型全台首度現身，共同演繹Porsche純粹性能基因。現場同步展示四門旗艦跑車Panamera、休旅車系Cayenne Turbo、Cayenne Coupe S、雙座跑車718 Cayman GTS與718 Boxster，讓喜愛保時捷品牌的車迷們能近距離體驗Porsche經典賽車及德國斯圖加特頂級跑車和極致工藝。

延伸閱讀： Volvo XC60 T8 Polestar攜手小改款XC90領銜出席車展、PHEV車款熱銷最高降價52萬！ Aston Martin首款休旅DBX台北車展亮相、售價988萬元起明年第四季展開交車！

文章來源：Zeek玩家誌

[vividracing]

New Post has been published on https://www.vividracing.com/blog/buying-a-porsche-taycan-turbo/

We Bought an Electric Porsche!

Recently I said I would never own an electric car.  No way. Doesn’t make sense. Don’t want to stop at a charging station. Throw those things away!  Because I just love the sound of an exhaust system coming from a mid engine or rear engine vehicle.  The screams that my Porsche 991 GT3RS 4.0L gives are so amazing nothing can replicate that, EVER!  But then I got a ride in one of our guys Tesla Model 3 cars (video here).  The torque, excitement, and technology is really just insane.  Literally Arnold Schwarzenegger’s Total Recall movie has to come life (Millenials please google).  So with plenty of gas cars around in the garage and throwing the budget out the window, it was our time here at Vivid Racing to take on the electric car market.  So in October 2019 we configured our Porsche Taycan Turbo.  But the story doesn’t start there…

!SCROLL DOWN FOR VIDEO!

As a GIANT Porsche lover and owner of almost every model they have made (911’s, Panamera, Cayenne, Macan), my interest was peaked at the announcement of the Taycan.  Seeing spy photos on various sites like CarBuzz, Motortrend, and of course all the forums and Facebook groups, I was intrigued.  So with a little trip to Stuttgart, Germany in 2018 we visit the Porsche Museum where I got an up close and personal view of the prototype, Mission E.  This car was front and center in the Museum.  Porsche really wanted to make a statement of about what was to come.  Usually in the world of concept cars, they don’t end up looking like the production version.  But Porsche was going to let the world down!

As a Tesla Model S competitor, this car was to revolutionize the electric car world.  Beyond so-so attempts to compete with Tesla from the Nissan Leaf, BMW i8, Chevy Volt, the Porsche Taycan would bring one thing to the electric world others had not yet and never will, the Porsche Driving Experience.  If you get a chance to watch the Welt Documentary on building the Porsche Taycan, everything else will make sense to you.  After waiting almost 10 months for our very customized Taycan Turbo, it was delivered at Porsche Chandler here in Arizona. 

  The buying experience with Chandler Porsche was superb.  One of the nicest facilities and friendliest staff which may be the reason I keep buying Porsche cars!  After thoroughly going through the command center of screens and info, it was time to take it out for a drive.  With 4 driving modes, regenerative braking, 3 settings of suspension heights, upgraded 21 inch sport wheels, and the unique Gentian Blue Metallic paint, this would surely be a blast.  Unlike a Tesla with one big screen in the middle, Porsche makes you feel like you are in a car.  We even opted for the passenger screen for those ready to do some serious road rallies.  You simply cannot resist going into Sport Plus Mode and hammering the “gas” pedal to feel the power, which btw is 670hp and 626ft/lbs!

But where Tesla does take the cake at this moment in time is their infrastructure.  Don’t forget you have to charge these things!  The Turbo comes with a range of about 200 miles.  And that is not 200 miles of beating the piss out of it.  Its cruising to the grocery store, using ECO mode, and driving responsible.  While we wait for the “Electrify America” systems to get installed in more locations, most of us Taycan owners will have to use regular chargers if out on the road.  You may get about a 5-10% charge in 2 hours if lucky from any of the basic charging stations.  So plan your trips accordingly!  If you are smart, and you should be since you bought the coolest electric car ever, install the 220 big charger at home which will get you to full range overnight.

So what are you going to upgrade on the Porsche Taycan?  Fake exhaust tips? Intercooler? Whistle tip?  Yea exactly!  The electric car market is limited right now in 2020.  But there is plenty of styling, handling, and weight saving products to make.  In fact, we have already started on a few Vivid Racing Porsche Taycan products including lowering links, front aero spoiler, and we are working on lighter rotors and wheels!  Much like the popular Tesla Model 3 market, the Porsche Taycan market will be big too.  And this is just the beginning of the electric craze!

Stay Tuned to our Project Porsche Taycan Gallery Here