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privateplates4u · 5 years

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Exclusive 2018 Kia Stinger GT First Test: Well Stung

The concept of “grand touring” has been around for centuries, and the moniker has been applied to cars since the 1940s, but it’s a term we tend to associate with exotic sports cars. The formula, though, is pretty simple: stylish, comfortable on a long drive, and plenty of power. But there’s no rule that says it has to cost a fortune, and the Kia Stinger GT is absolutely taking advantage of this exception. We’ve driven prototypes at an overseas R & D complex, on a frozen Swedish lake, and on the Nürburgring Nordschleife. Now, finally, we’ve driven a production-spec 2018 Kia Stinger GT on real roads and to our own Auto Club Speedway test track. How does it fare against the German luxury sedans against which it will undoubtedly be compared? Korean-branded cars usually aren’t synonymous with performance, but the rear-drive Stinger GT launches from 0 to 60 mph in 4.8 seconds and clocks the standing quarter mile in 13.3 seconds at 106.9 mph. An emergency stop from 60 mph requires 113 feet, and it’ll pull 0.85 average lateral g on a skidpad. On our exclusive figure-eight test track, the Stinger GT recorded a lap of 26.2 seconds at 0.71 average lateral g. Impressive numbers. It’s pretty good to drive away from the test track, too. Out in the mountains, the Stinger GT exhibits a surprising but intriguing combination of vertical compliance and lateral stiffness. Over bumps, the suspension was soft and the ride of luxury-car quality. In the corners, though, it was stiff with excellent body control. Even when pushing hard, the Stinger GT rode well but dug into corners with little body roll. The power is well-matched to the vehicle and only feels inadequate if you let the revs drop too low. You want those turbochargers working for you, and the best way to do it is to take advantage of the paddle shifters because the transmission isn’t quite aggressive enough for the really twisty roads. “The engine has a fat torque curve, strong in midrange with noticeable lag at the bottom end,” our staff professional racer, Randy Pobst, said during filming for an episode of Ignition—which you can watch right now at Motor Trend OnDemand and YouTube.com/motortrend. “Low revs mean calling ahead and waiting for the power to be delivered. The Stinger is quite powerful, and one must constantly remind oneself that this is a Kia that is tearing up this winding road or on-ramp.” Randy’s critique continued: “The transmission is just not sport-smart enough in automatic, especially on the track. It shifts up, so I just let it. There’s no reason for me to pull that paddle. I just have to remember to downshift on the way in, or else it won’t. The shifting is reasonable. It matches revs. It’s quick.” It’s hard to say whether the transmission programming has changed since I drove a prototype on the Nürburgring or if our mountain roads and the Streets of Willow Springs racetrack are so much tighter that it amplifies the transmission’s inadequacy, but my initial impressions were more positive. As well as we know the Stinger GT can drift in the right conditions, it doesn’t actually want to get wild out in the real world. The suspension tuning is conservative, the default behavior at the limit understeer. It makes the car very stable, never trying to swap ends no matter how hard you drive it. Thankfully, there’s a lot of grip in the front end, so you have to push it very hard to get it to plow. Just driving fast, it feels neutral. You need to be pushing your braking points to the last second and carrying as much speed as possible into a corner to make it cry uncle. Here again, I wonder if the American-market tuning increases understeer versus the European-spec car I drove. Or maybe Randy just carries that much more speed in the corners. It’s probably the latter. The upshot: You’ll never feel a stability control intervention. “What they’ve done is create stability control by tuning the car for a lot of understeer in the middle of a corner,” Randy said. That’s not to say it won’t drift. Turn the computer off, give it a Scandinavian flick and too much throttle, and it’ll do a nice power oversteer or two. It’s just not a hoon by nature. “It seems that the stability control is always learning and adapting,” Randy said. “Even with it turned off, it became more and more invasive as the day wore on, and the wheelspin and sliding woke up the nannies that watch over us hooligans. After a few nice drifts, the car began to resolutely resist power oversteer—a darned shame and frustrating.” In other words, this is a grand touring sedan that actually takes its GT badge seriously. Out on the highway, it’s everything you want on a road trip. It floats over bad pavement while remaining taut and responsive on long, sweeping corners. In a world of Demons and Hellcats, 365 hp might not seem like a lot, but it’s plenty when applied correctly. The in-house eight-speed auto is programmed smartly for real-world conditions, delivering downshifts with little prodding. With the revs up and the turbos spinning, the engine delivers a pleasant surge of power that whisks you past trucks and loafers. It’s a very easy and comfortable car to cover distance in. “The springs and shocks that control vertical motion are quite soft,” Randy said. “But transitional responses are quite well-controlled, likely by relatively strong anti-roll bars, and the ride is still quite compliant. Think ‘older Buick’ ride quality. Surprising for a sport sedan like this.” It’s not just comfortable from the driver’s seat, either. The Kia has 2 to 4 inches of wheelbase over the Germans, and it puts them to good use. There’s ample rear-seat legroom and, despite the sloping roof, headroom for tall people. The front seats, meanwhile, are aggressively bolstered so you can concentrate on those mountain roads when you cross their path. Capable though it may be from seat to steering, and despite testing it on the Nürburgring, Kia insists the Stinger GT isn’t a track car. We took it to a track anyway, and things got complicated. Kia’s press cars at the moment are all preproduction prototypes, and the first car they gave us suffered a power steering failure and had to be replaced. The second car, as it turns out, hadn’t yet had its U.S.-spec springs and dampers installed, and it exhibited considerably more body roll and understeer on the track than the first car. As a result, Randy posted a lap time—1:28.90—that he felt wasn’t representative of what the car could do. With a properly equipped car, Randy believes he could subtract a full second. Things that didn’t change on track: the car’s weight and its braking performance—113 feet isn’t anywhere near a record in our 60–0-mph braking test, but it only tells part of the story. Randy was continually impressed at the durability of the brakes. Throughout a very hot day, the pedal remained consistent, and the steel brakes refused to fade. “The brakes are impressively strong, with a consistent and firm pedal feel that inspires confidence,” he said. “The braking does not upset the chassis, and the pad compound can take the heat.” There will be heat, and not just from the brakes. The Stinger GT is taking on a wildly competitive segment ruled by a small in-crowd. Whether it’s staring down the German triumvirate or the American holdouts, the sport sedan from the value brand has a lot to prove. “For a first effort at a genuine sport sedan, the Stinger is quite an accomplishment,” Randy said. “It clearly is set up for a comfortable ride as a priority over race car dynamics, but in the real world, this makes sense. Even more so among buyers of a big, powerful GT car.” Like no Korean car before it, the Stinger GT speaks the language of the enthusiast. Will they listen? 2018 Kia Stinger GT BASE PRICE $40,000 (est) PRICE AS TESTED $50,000 (est) VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.3L/365-hp/376-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,005 lb (52/48%) WHEELBASE 114.1 in LENGTH x WIDTH x HEIGHT 190.2 x 73.6 x 55.1 in 0-60 MPH 4.8 sec QUARTER MILE 13.3 sec @ 106.9 mph BRAKING, 60-0 MPH 113 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 26.2 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON Not Tested How does the Stinger stack up? How good are the Kia’s performance numbers for a 365-hp 3.3-liter twin-turbo V-6 with 376 lb-ft of torque and a roughly $40,000 starting price? They seem all right when you consider the Stinger GT falls between a midsize and full-size sedan in dimension and weighs 4,005 pounds. Making a direct comparison is trickier because it’s hard to say exactly what the Stinger competes with. The Chevrolet SS was the most obvious spoiler, but it’s out of production. It started at about $48,000, hit 60 mph in 4.7 seconds, ran a quarter mile in 13.2 seconds at 108.9 mph, stopped from 60 in 108 feet, pulled 0.94 g average on the skidpad, and posted a 24.7-second figure-eight lap at 0.78 g average. You could match it up with the Dodge Charger even though that car is 10 inches longer with a wheelbase nearly 6 inches longer, and it’s 300 pounds heavier. An R/T with the 370-hp 5.7-liter V-8 is cheaper by five grand, but the Kia will dust it everywhere but the skidpad and figure eight—and even then, it’s close. You need the $41,000 R/T Scat Pack with the 485-hp 6.4-liter V-8 if you want to win. And the Kia has a far nicer interior. No, Kia wants a piece of the Germans. After all, the Stinger GT has a hatchback like the smaller Audi A5 Sportback or BMW 4 Series Gran Coupe. (The more appropriately sized Audi A7 is $69,000, in case you were wondering.) The Audi A5 is $43,000 to start, and your only option is the 252-hp 2.0-liter turbo-four. Based on results of the lighter A4, it’s slower, but like the Charger, it just pips the Kia on the skidpad and figure eight. But it’s substantially smaller. The BMW is also smaller but can be had with a turbo I-6 with 320 hp for about $50,000. Based on our test of the lighter 340i sedan, the 440i Gran Coupe is slower than the Kia, full stop. Mercedes-Benz doesn’t make a hatchback sedan (yet), but to smoke the Kia, you’d need to spring for the $54,000 C43 AMG, which clips the Kia in every test but is, again, a smaller package. In other words, the Kia can hang with the big dogs and might have carved out a pretty sharp niche.The post Exclusive 2018 Kia Stinger GT First Test: Well Stung appeared first on Motor Trend.

http://www.motortrend.com/cars/kia/stinger/2018/2018-kia-stinger-gt-first-test-review/

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lovelyfantasticfart · 4 years

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2018 Volvo Xc90 Alternator Replacement

There's additionally the diesel-fueled V6 in the ML350 Bluetec that returns 23 mpg combined. 45,a hundred and fifty as examined), with Ram's 3-12 months/36,000-mile primary guarantee, 5-12 months/100,000-mile powertrain guarantee and EPA gas financial system rankings of sixteen mpg metropolis/23 mpg highway. What is the EPA metropolis and freeway mileage estimate for the 2012 Audi A5? What's the EPA city and highway mileage estimate for the 2013 BMW 6-Series-Gran-Coupe? When it comes to seating, you may be in a position to fit about the identical quantity of individuals in both the Audi Q7 and the BMW X5. M1XD-8GEPM Frequent Alternative Part List Description Part Number Qty. Honda LANEWATCHTM1 LED HEADLIGHTS WITH AUTO Excessive-BEAM Every a part of the Accord is the product of human- centric innovation and creativity. FCP Euro was established by Harry and Kathy Bauer in 1986 as a brick and morter auto components store located in Groton, Connecticut servicing the local Volvo and BMW parts markets. When it comes to next generation of 2015 Volvo XC90 we will probably be getting combination of four cylinders turbocharged gasoline engine and electric motor. THERE Is a few Form of A LEAK The place THE Fuel ODOR COMES Within the CABIN.

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The brand new 2016 Volvo XC90 T8 Twin Engine Momentum plug-in hybrid the 2016 Volvo XC90 T6 will likely be out there shortly at Volvo dealerships.. The XC90 has two full sets of LATCH connectors for securing little one seats. Lin might be a spokesperson for the brand in a number of different markets for a two-year period. V8, nonetheless you'll get a .How a lot does it cost to substitute an alternator on a Volvo XC90? When it hits showrooms, it is going to be provided in three trim levels: The 250-horsepower AWD T5, the 316-horsepower AWD T6, and the 400-horsepower, Plug-in T8. Principally fairly presumably essentially the most for the prime web internet hosting organisations present packages due to the standard expertise, that transpire for being belonging with the first benefits, competitively priced for varied expenses. Now all you can do is anticipate Google to index your site in the primary place, or index your updated page(s).

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robertkstone · 5 years

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2019 Porsche Cayenne First Test: How Much Audi Can a Porsche Take?

The first-generation Porsche Cayenne—you remember, the vehicle that purists said would be the death knell for Stuttgart—rode on a platform engineered by Porsche, and it was incredible. Honest-to-goodness sporty handling and mountain goat–like off-road-ability. The similar-vintage first-gen Volkswagen Touareg was built on the same platform, and I can’t remember driving a machine that felt more overengineered. Like, the parking brake pedal had a damper on it! Porsche also built the platform for the second-generation Cayenne, an SUV we liked so much that we named it our 2012 SUV of the Year.

However, the third-generation Porsche Cayenne arriving this year is built on the Volkswagen Group’s MLB Evo platform, same as the Audi A4, A5, A6, A7, A8, Q5, Q7, and Q8, as well as the VW Touareg (and China-only Phideon sedan), Bentley Bentayga, and Lamborghini Urus. My question then: What’s so Porsche about it?

Certainly not the powertrain. Audi’s 3.0-liter single-turbo V-6, good for 335 horsepower and 332 lb-ft of torque, powers the base Cayenne. What’s more, that motor is mated to a ZF eight-speed automatic, curiously the only traditional torque-converter automatic Porsche sells. The 911, Boxster, Cayman, Panamera, and even the Audi MLB-platformed Macan all use a version of Porsche’s own PDK dual-clutch transmissions (though the Macan uses an Audi DSG box).

Porsche states that it decided to go with a “real” automatic because it’s better for towing. I’ll call BS on that; the new Cayenne uses the eight-speed auto because all the other SUVs built on MLB Evo use the ZF eight-speed. In other words, there’s no dual-clutch transmission that would fit. Case closed. A “hang-on transfer case” shuttles power to the front axle, but don’t let that nomenclature lead you to expect low-range gearing.

The new Cayenne features grille shutters that close for increased fuel economy and open when extra cooling is needed. All Cayennes now have staggered wheels; this base SUV has 285-section fronts and fatty-fat 315 rears. I find that impressive.

Porsche claims the body-in-white is 47 percent aluminum and that the third-gen Cayenne should weigh 4,377 pounds, less than the vehicle it replaces. Well, we weighed one, and it clocked in at 4,676, just about 300 pounds more than Porsche claims. We never weighed a second-generation base Cayenne; we did weigh a second-gen Cayenne S, though (4,876 pounds), and the previous S had a V-8. The new Cayenne S features another Audi engine, the 2.9-liter twin-turbo V-6, the same as in the most excellent RS 5. Point being, despite Porsche’s weight-saving efforts (like a lithium-ion starter battery that’s 22 pounds lighter than before) the Cayenne is big-boned.

Big-priced, too. The Moonlight Blue Metallic ($800, please and thank you) Cayenne we tested has a base price of $66,750. Not crazy but certainly on the high end of the price spectrum. The Volkswagen Group will probably mark me for death (or at least overcook my next rib-eye) for pointing this out, but the Audi Q7 3.0T—which is, again, the same platform—starts at $60,945. But the Audi has a third row and essentially the same power (329 hp versus the Porsche’s 335; 325 lb-ft of torque versus 332), plus what I consider to be a nicer interior. As this Cayenne is optioned—and there are seven options—the price swells to $81,650.

One of those options is the $4,160 adaptive air suspension, which includes Porsche Active Suspension Management (PASM). I initially assumed this would be a must-have feature, as Porsche’s three-chamber air springs promise a plusher ride in Comfort and a sportier ride in Sport; PASM even gives you a second sporty mode, Sport Plus, which makes things even stiffer and racier.

That may all be true, but I drove a Cayenne with the standard steel springs and dampers, and I thought that version had a sweeter ride. I even liked the handling better over the damp, twisting, climbing, plunging, and redwood-lined roads of Napa, Sonoma, and Mendocino Counties—the location in the heart of Northern California wine country Porsche picked to launch the new Cayenne. I found the air suspenders to be a bit vague in Comfort and a bit artificial feeling in the aggressive modes. The other problem for Porsche is that Mercedes just launched the new GLE—a direct competitor—and that SUV’s fast-acting hydraulic E-Active Body Control damping system is a game changer.

However, I do recommend taking the money you would have spent on the air springs and spending it instead on Porsche’s new PSCB brakes (Porsche Surface Coated Brakes). Porsche takes the massive (16.3 inches up front) rotors from the PCCBs (the carbon-ceramic stoppers) and makes them from steel but coats them with tungsten carbide. This not only helps with stopping power but—working with special new pads—also keeps the wheels clean.

A little-known fact in the car biz is that on all those initial quality surveys, German carmakers are routinely dinged for brake dust. (They also used to be hit for their single, central door-lock button, but they “fixed” that.) Porsche claims the PSCBs cut down on brake dust by 90 percent.

I don’t care about that (wash your car, slob), but I do care about how the 10-piston calipers feel grabbing those big, fat stoppers: in a word, excellent. In a couple more: Compared to the standard brakes, the PSCBs feel three times as effective, and the majority of the stopping action is concentrated in the top of the pedal, just how I like it. Too racy for parking at the mall? Probably, but hey, it’s a Porsche, ain’t it? At $3,490, the PSCBs are cheaper than the air suspension, as well as the (gulp) $9,080 carbon brakes. Cheaper to replace, too.

At this point you might be wondering what I was thinking after I drove the 2019 Cayenne down to Los Angeles. There’s no fatal flaw, but I’m having an awful hard time understanding what’s so Porsche about it. Why not just call it the Audi Q6?

Then we took the Cayenne to the test track, and, well, now I get it. After several laps around our figure eight, MotorTrend ride and handling guru Kim Reynolds recorded a best time of 25 seconds flat. To give you some perspective, that’s as quick as a current Volkswagen GTI, a 2011 Cayenne Turbo, a 2009 911 Carrera S, and a 2007 Cayman. Impressive, no?

Porsche claims that with the Sport Chrono package, the 2019 Cayenne will hit 60 mph in 5.6 seconds. Our hot shoe Chris Walton did the deed in 5.1 seconds before running through the quarter mile in 13.7 seconds at 100.7 mph, the same as both a Honda Civic Type R and Subaru WRX. That’s good company for a heavy crossover. Stopping from 60 mph happened in 105 feet, which is outstanding. And we tested the stock brakes! Oh yeah, that platform-sharing Audi Q7? It does 0 to 60 mph in 5.4 seconds, the quarter mile in 14.0 seconds, 60 to 0 mph in 121 feet, and our figure eight in 26.4 seconds. The Porsche dusts it.

No, these are not crazy numbers, but they’re quite good for a base midsize SUV. Need more oomph? Porsche’s model line has you much more than covered.

In the “final” summary, Porsche may have just nailed its target audience by building a nice-looking, comfy-riding, practical, spacious SUV with a seriously desirable badge. Plus, when your know-it-all car guy or gal friend says, “It’s just an Audi,” you can rest assured in the knowledge that, as Han Solo so prophetically said, “She’s got it where it counts.” Or you can just floor it and crank the wheel.

2019 Porsche Cayenne BASE PRICE $66,750 PRICE AS TESTED $81,650 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/335-hp/332-lb-ft turbo DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,676 lb (56/44%) WHEELBASE 113.9 in LENGTH x WIDTH x HEIGHT 193.6 x 78.0 x 66.7 in 0-60 MPH 5.1 sec QUARTER MILE 13.7 sec @ 100.7 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.74 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/23/21 mpg ENERGY CONS, CITY/HWY 177/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile

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jonathanbelloblog · 6 years

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Quick Take: 2018 Lexus RC 300

Automakers tend to ply us car mags with high-end versions of their cars, the goal being to dazzle us with powerful engines and sophisticated techno-wizardry. It’s rare for them to send over a low-spec car, but it does occasionally happen, and it often works out well for them. Case in point: The Lexus RC coupe. I’ve never been a huge fan of the top-of-the-line RC-F, but I’m really happy with the RC 300 I drove this past week.

To be fair, our test car wasn’t exactly a base model; a hefty list of options brought its $41,635 base price up to nearly $51,000. But the RC 300 is the least-expensive and least-powerful model in the RC series.

Wait a minute, you might say if you were willing to script your inner monologue to the needs of my story, isn’t the cheapest RC the 200t? Not anymore. Up until last year, the four-cylinder 200t was the entry level model. For 2018 it’s been replaced by the RC 300 RWD, which gets the same 2.0T engine and rear-wheel-drive. However, it’s not to be confused with the RC 300 AWD, which gets a 3.5 liter V6 and all-wheel-drive. And then there’s the RC 350, which also gets the 3.5 liter V6, but a more powerful version—311 hp instead of the RC 300’s 260—and is available with rear or all-wheel-drive. All of which leaves me wondering which Lexus product planner tripped and hit his head on the conference room table.

So, let’s get back to our more-or-less base-model RC 300, which I found to be an extraordinarily pleasing car. What can one expect from an entry-level luxury coupe? It has to look good, it has to be reasonably comfortable, and it has to provide some modicum of driving pleasure—but not so much that it embarrasses the pricier go-faster models. The RC 300 checks all three boxes.

Let’s start with the looks. I know, I know, the Lexus spindle grille is a matter of contention among car buffs. I can’t say I’m a fan, but like a leg that aches when it rains, I’m getting used to it. Beauty is in the eye of the beholder (how’s that for a catch-all cop-out?), but overall I like the way the RC looks—bold, aggressive, and purposeful.

I like the RC’s interior styling as well, though I cannot say enough nasty things about Lexus’ Remote Touch interface, which requires you to stare at the center screen while diddling a touch-pad with your finger, when in fact you should have your eyes on the road and your hands on the wheel. Thank goodness this wretched thing is optional. The RC does have good redundant controls for the stereo and air conditioner, including nifty touch-sensitive slide panels to control temperature. They’re fiddly but worth it for the cool factor.

Comfort: Yep, the RC has that too. The RC has a classic low-slung sports-car seating position, with supportive seats and a reasonable amount of headroom. (Up front, that is. Forget about the back seat, which is cramped and nearly impossible to get into for those who cannot dislocate their hips at will.) Spared from the need to provide track-worthy handling, the RC delivers a comfortable, compliant ride that keeps you in touch with the road without reminding you of every single bumpy detail.

And that brings us to the most important bit: Driving dynamics. The RC 300 RWD packs a 241 hp four-cylinder turbo engine backed by an eight-speed automatic transmission. There’s a bit of turbo lag from a dead stop, and the 7.3 second 0-60 time (Lexus’ figure) won’t set the streets afire. But like most 2.0Ts, the RC’s engine has a nice solid mid-range, with its 258 lb-ft torque peak available from 1,650 to 4,400 RPM. The eight-speed automatic isn’t exactly Johnny-on-the-spot for part-throttle downshifts, but if you use the standard-fit paddle shifters, it’s easy to keep the engine on the boil. It’s hard to say much about the soundtrack, since the RC’s cabin is pretty quiet.

In the interests of journalistic integrity, I took the RC for a fast run on my favorite curvy canyon road. I wasn’t expecting to be blown away; in fact, given my previous experiences trying to hot-shoe Lexus products, I was rather expecting to be bored to tears. But the RC 300 impressed me: The grip from the optional summer tires is modest, which I consider a plus. (I like a car that lets go a little early so you can play with it a bit). The steering isn’t great; it feels okay just off center but the effort loads up quickly, drowning out much of the feedback on offer. But the chassis is surprisingly well balanced, and it’s happy to rotate if handled correctly. Even if you leave stability control on—never a bad idea—there are still precious quarter-seconds where you can feel the car transitioning between under- and oversteer. It’s a good way to fine-tune your driving technique while lowering the risk of chucking yourself and your Lexus into the trees. (Besides, the fact that the stability control system cuts in so quickly makes it feel all the more naughty. Don’t small victories taste sweeter under the yoke of tyranny?)

Clearly, I enjoyed my time in the not-quite-base-model RC 300, and one might reasonably ask how much those $9,500 worth of options might have affected my opinion. Let’s go to the Monroney: $795 of that total went to 19” wheels and summer tires. Yes, I’d want those. Other optional bits included LED headlights and fog lights (pass), a luxury interior upgrade package (I could live without it, though I’d miss the rain-sensing wipers and power-adjustable steering column), a trunk spoiler (definitely pass), navigation with Remote Touch (oh, God spare us all, please pass), and a few other odds and ends. In theory, I could get an RC with a $42,160 sticker price that would make me just as happy.

$42,160 is a nice number. It’s $1,600 cheaper than an entry-level Audi A5 and $3,600 less than an entry-level BMW 430i coupe. Granted, both of these cars offer manual transmissions as opposed to the RC’s standard-fit automatic, which could be an advantage or a disadvantage depending on your priorities. (For me, manual=better.) Both of the German cars are a bit better to drive in the curves, though the front-drive A5 offers less tail-happy hoonistic opportunity, and both offer better (optional) infotainment systems. Still, considering how much car you get for the money—and the added bonus of Lexus’ proven long-term reliability—I think the RC is an impressive car. Lexus, you ought to send the cheap stuff to us more often.

2018 Lexus RC 300 Specifications

ON SALE Now PRICE $41,365 (base), $50,973 (as tested) ENGINE 2.0-liter 16-valve DOHC turbocharged I-4/241 hp@5,800 rpm, 258 lb-ft@1,650-4,400 rpm TRANSMISSION 8-speed automatic LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 22/32 (city/highway) L x W x H 184.8 x 72.4 x 54.9 in WHEELBASE 107.5 in WEIGHT 3,737 lb 0-60 MPH 7.3 sec (est) TOP SPEED 143 mph (est)

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jesusvasser · 6 years

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Quick Take: 2018 Lexus RC 300

2018 Lexus RC 300 Specifications

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eddiejpoplar · 6 years

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First Drive: 2019 Audi A6

DUORO VALLEY, PORTUGAL — When I was first given the assignment to attend the Audi A6 press launch, I was feeling more than a little cynical, paradisiacal location notwithstanding. (Seriously, globetrotters, you need to put Porto, Portugal on your bucket list. It’s movie-set Europe come to life.) There was a time when the A6 was one of Audi’s best sellers, but for the last couple of years it’s been gathering cobwebs. I knew Audi had great things planned for the 2019 A6, but however good it might prove to be—and it turned out to be quite good—it would still lack the prestige of the A8, the practicality of the A4, the appeal of the A5, and the raw sexiness of the A7. The A6 would always be a large-ish luxury sedan, and in today’s market, large-ish luxury sedans are on the outs.

So my hopes for the A6 weren’t high and yet, as you can probably guess from this insufferably long setup, I found myself mysteriously won over, even if I didn’t quite understand the attraction.

Let’s back up and cover the preliminaries: The A6 is all-new for 2019, though the pattern is relatively unchanged. The new A6 is roughly the same size as the old one on the outside, but slightly larger on the inside and bears a stiffer structure. Styling-wise, there are no big surprises, except perhaps for the big ugly radar sensors that interrupt the chrome lines of the grille and the fake exhaust ports out back. (Seriously, Audi? Fake exhaust ports? You had to go there?)

On the powertrain side, the 2.0-liter turbo-four has been dropped, though Audi hints that it may return, possibly with a hybrid drivetrain. When US-market A6s go on sale this fall, all will get the familiar 3.0-liter turbocharged V-6 plus a standard “mild hybrid” system. Horsepower is unchanged at 340, but the 369 lb-ft of torque represents a noteworthy 44 lb-ft increase. A seven-speed twin-clutch automatic transmission replaces last year’s eight-speed conventional automatic, and Quattro all-wheel-drive distributes power all four corners.

The delightfully twisty and distressingly narrow roads around Portugal’s Duoro Valley proved to be a good place to test out the A6’s agility. The V-6 had no problem with the steep hills; after the obligatory pause for the turbo to wake up, the engine delivers a broad brand of largely silent thrust. Upshifts and downshifts are prompt and smooth, even at take-off—so much so that I had to double-check the spec sheet to verify that this was, indeed, a twin-clutch transmission and not a traditional torque-converter automatic.

Steering is nearly one-finger light and doesn’t get much heavier when Dynamic driving mode is selected. If I was writing this review five years ago—which, I suppose, would require a time machine—I would have dinged the A6 for that, but the older I get, the more I appreciate light steering. Feedback isn’t a strong suit, but as I tossed the A6 through the near-constant string of bends, I felt like I was in perfect control. I was also grinning like the proverbial idiot.

Audi only had German-spec cars for us to drive, though they tried their best to keep them as close to US-spec as possible. One place where they failed was the suspension: They teased us with both air- and steel-sprung cars, though the air suspension reportedly won’t make it to the US. I am a huge fan of air springs, as they provide the best possible mix of comfort and handling, but after sampling both setups on the same roads, I can honestly say we aren’t missing out on much. The air suspension did a slightly better job of damping out small bumps and seemed to transmit less road noise into the cabin, but handling was pretty darn near a toss-up.

Speaking of road noise, that’s another big change for the A6: It’s incredibly quiet on the open road. Part of that is down to the lightweight hybrid system, which allows the engine to shut down for a few minutes at a time at highway speeds. I never noticed the tach dropping to zero, but I may have been too busy marveling at the scenery with my drive partner. Still, even with the engine online, the A6 is as quiet as a Buick, thanks largely to double-pane glass and improved door seals that block out wind and road noise.

I’ve yet to touch on what may be the biggest news in A6-land: A tech package to beat the band. The 2019 A6 will (finally!) offer Audi’s Virtual Cockpit as an option. VC is a wide-screen dash panel that, among other tricks, allows you to shrink the gauges and display a full-width moving map with Google Earth imagery. This remains the coolest dashboard I have ever seen.

I’m not quite so enamored of the new Multimedia Interface (MMI), also found in the 2019 A7 and 2019 A8. It uses two touch-screen monitors, a 10.1” panel up top and an 8.6” screen below for the climate controls. (Low-end A6s will get a slightly smaller screen up top.) This is Audi’s first touch-screen display, and it responds to touches with haptic feedback (a slight vibration of the screen) along with a muted click from the speakers. Basic navigation functions are no more complex than any other German car; one nifty addition is that you can write out letters or even entire words on the lower screen (say, for programming a destination), as you used to do on the Audi’s old touch-pad.

But aside from its use as a writing tablet, I’m less fond of the lower climate-control screen. I must interject that I think the new A4 and A5’s climate controls—which use dials for the temperature, metal toggle switches, and monochrome display icons that enlarges as your fingers get near the buttons—are the pinnacle of perfection. The A6’s touch panel requires a long glance away from the steering wheel to find the right spot, and while it’s supposed to let you tap or swipe to change temperature or fan speed, it’s way more finicky than it ought to be.

It also adds additional layers of complexity. Let’s say you want to fiddle with the rear A/C. First, press one of the icons on the lower screen, which brings up a menu on the upper screen. Next, press “REAR”, which brings up the rear A/C controls on the lower screen. Now you can make all the adjustments you want, but you also need to manually close the menu on the upper screen. And if you think my explanation is needlessly complex, try using it while darting down narrow, curvy roads and dodging oncoming Renault panel vans driven by young men more interested in their phones than avoiding head-on collisions.

Audi has a great system in the A4, so why make it more complex? Audi’s answer is that they expect most buyers to use their voice-response system, not just for the A/C but for all secondary controls. At one staffer’s urging, I tried pressing the voice button and saying “I’m cold”—but instead of turning up the heater as he expected, it attempted to give me directions to the nearest courthouse.

That said, the plethora of screens all go dark when the car is shut off, and the effect is exceptionally cool. This brings me to another nifty A6 feature: The ambient lighting package, which includes light-piping on the doors and center console and a backlit Quattro badge on the passenger’s side of the dash. The colors can be changed, and if you select Dynamic mode, the lights on the center console go red or blue as you turn the temperature up or down—a feature almost cool enough to make me want to use the A6’s overly-complex A/C controls.

As a guy who spent years writing for car-consumer pubs, I always liked the old A6’s value-for-money equation. Audi hasn’t announced pricing, but they did tell us that the A6 will get genuine leather upholstery as standard (as opposed to the leatherette used in entry-level Bimmers and Benzes) as well as a panoramic sunroof. It’s early days for speculation, but I’d be surprised if the A6 doesn’t undercut similarly-equipped 5s and E-Classes by a significant margin.

That said, I don’t expect the A6 to be a particularly strong seller. SUVs are where the action is, and Audi buyers seem perfectly content to spend the extra dough for the similarly-sized and significantly sexier A7. If the expected gas-price Armageddon comes to fruition, it’s likely the strong-selling Q5 and A5 Sportback will be the beneficiaries. The 2019 Audi A6 is a car whose time, in the US at least, has come and gone. Still, this new version is compelling enough to make me care about it—and considering how little I expected when I first set out on this adventure, that’s saying a lot.

2019 Audi A6 Specifications

ON SALE Fall 2018 PRICE $56,000 (est) ENGINE 3.0L turbocharged DOHC 24-valve V-6/340 hp@5,000-6,400 RPM, 368.8 lb-ft@1,370-4,500 RPM TRANSMISSION 7-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE N/A L x W x H 194.4 x 74.2 x 57.3 in WHEELBASE 115.1 in WEIGHT 3880 lb 0-60 MPH 5.1 sec (est) TOP SPEED 155 MPH

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numberplates4u-blog · 6 years

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New Volkswagen Arteon 2017 review

Image 1 of 20 Image 1 of 20 5 Sep, 2017 7:00pm Richard Ingram We get behind the wheel of the flagship Volkswagen Arteon in the UK The car you see here is not a Passat. Nor is it a successor to the old CC. Volkswagen considers the Arteon an all-new car, in fact, and a rival for sleek D-segment saloons like the BMW 4 Series Gran Coupe and Audi A5 Sportback. It’s launching at an extremely busy time for VW, just after the revised up! and Golf, and ahead of the all-important Polo supermini and T-Roc SUV. But while the maker has fairly modest sales targets for the Arteon, its introduction pushes Volkswagen into unknown territory. The flagship four-door will act as a halo product for the brand, attracting new customers to its ever-widening range of cars. There’s no arguing with the way it looks. It’s certainly more distinctive than the three-box shape of the current Passat, while its low roofline and wide stance will give BMW’s designers something to worry about. At 4,862mm long and 1,871mm wide, it’s 95mm longer and 39mm wider than a Passat saloon. In R-Line spec as tested here, it looks infinitely more aggressive than the soberly styled Jaguar XE. Image 2 of 20 Image 2 of 20 On sale now, the Arteon will initially launch with a choice of two petrol and two diesel engines, with additional units scheduled for release later down the line. For now, all models use VW’s tried and tested seven-speed DSG gearbox, though a manual is due in the not too distant future. While the range-topping 276bhp 2.0 TSI will sprint from 0-62mph in just 5.6 seconds, it’s the more popular 148bhp 2.0 TDI diesel we’re trying here for the first time. Basic models like ours are powered via the front wheels, though 4MOTION all-wheel drive features further up the range and is standard on top-spec cars. Dynamically, the Arteon is best described as safe rather than super sharp, though switching to Sport mode (our car featured VW’s £820 DCC adaptive dampers) helped keep body roll in check. The ride does suffer slightly as a result, however, meaning we ended up keeping the car in Normal or Comfort more often than not. Image 3 of 20 Image 3 of 20 There’s not much feel through the steering, either, though the responsive gearbox swaps cogs quickly and smoothly. A BMW 4 Series is unquestionably more responsive, but the Arteon strikes a decent balance between ride comfort and handling. The tried and tested 2.0-litre TDI diesel engine should suffice for most buyers, too. It has more than enough mid-range torque for quick overtakes, while also returning a respectable 62.8mpg. The equivalent A5 Sportback sits in a lower company car Benefit-in-Kind tax bracket, though. In addition to the entry-level car, we tried the 237bhp Bi-TDI diesel and range-topping 276bhp TSI petrol, and while both are considerably faster on paper, the cheaper version never feels sluggish. The Arteon as tested here will sprint from 0-62mph in 9.1 seconds and hit 137mph flat out. But where this car truly excels is on the motorway. The Passat on which it is based was already a fine long distance cruiser, and the Arteon’s slippery shape only emphasises its high-speed refinement. Our car featured VW’s Acoustics Pack, which adds laminated side glass and tinted windows for £535. The total lack of vibration at idle suggests even standard models should remain remarkably hushed, however. Other key options include the £895 Discover Pro infotainment setup and £935 panoramic roof. The latter is particularly worthwhile in R-Line cars, which can feel quite dark inside due to the black headlining. Image 8 of 20 Image 8 of 20 But standard kit across the range is good – as it should be when you consider the near-£5,000 premium Volkswagen is asking over the equivalent Passat saloon. There are two specs to choose from (Elegance and R-Line) and every Arteon gets VW’s Active Info Display, leather seats and three-zone climate control. LED self-levelling headlights, and GPS-aided adaptive cruise control are also included, while R-Line adds 19-inch wheels and more dynamic styling for around £785. Of course, all these extra costs can be absorbed on a monthly PCP plan. But while the Arteon can trump the Passat for gadgets and gizmos, it feels much smaller inside. The sloping roofline harms rear-seat practicality, and although the long wheelbase means there’s loads of leg space, taller adults will struggle for head room. The big 563-litre boot is 23 litres down on the Passat saloon’s, though the hatchback tailgate should help when loading larger items. The rear seats fold, too, revealing a decent 1,557-litre load bay. 4 Despite not acting as a direct replacement for the now-defunct CC, the Arteon fits its bill as a worthy flagship in VW’s ever-expanding range. It’s beautifully designed, impressively refined and has a good enough drive, while the long kit list should satisfy those after a desirable and well-equipped company car. A Passat does much of this for a lot less, but can’t come close when it comes to style and sophistication. Model: Volkswagen Arteon R-Line TDI 150PS DSG Price: £35,090 Engine: 2.0-litre 4cyl diesel Power/torque: 148bhp/340Nm Transmission: Seven-speed dual-clutch auto, front-wheel drive 0-62mph: 9.1 seconds Top speed: 137mph Economy/CO2: 62.8mpg/116g/km On sale: Now

http://www.autoexpress.co.uk/volkswagen/arteon/100775/new-volkswagen-arteon-2017-review

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robertkstone · 6 years

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2017 Audi A4 2.0T Quattro Long-Term Verdict: Excellence Versus Soul

The Audi A4 never shouts—it quietly works its magic until you start questioning choices other automakers make with their compact luxury sport sedans. After a year with our long-term 2017 Audi A4, living with the car solidified our feeling from last year’s Big Test comparison that it’s one of the best cars in its class.

Of course, when you spend that much time with a car, you also notice what doesn’t work well. The A4’s seatbelt chime is too loud, the rear defroster quits too early, I don’t like the upward-tilting exterior door handles, and the twin-clutch automatic transmission could be smoother in low-speed driving. Those are relatively minor issues when you realize that every car you’re considering has something you won’t like.

With the A4, you must decide how much soul you’re willing to give up for all-around everyday excellence. The Audi isn’t as fun to drive as the Alfa Romeo Giulia, our 2018 Car of the Year and the car that won the comparison in which the A4 placed second. Some feel the Alfa is more fun to look at, too, but I disagree. The Alfa is attractive, but the Audi’s sharp, understated looks will age well.

So the impressively capable Audi isn’t as entertaining as the Giulia, but you’re in for a great commute. Because let’s face it: That’s where you’ll drive this car most of the time. A number of smart details occasionally made me nod my head in appreciation. The A4’s 8.3-inch infotainment screen is ideally placed at the very top of the dash and is canted toward the driver. Then there’s the superb 12.3-inch Virtual Cockpit digital instrument cluster, which is distinguished from other similar systems not by its use of Google Earth—which is cool, but pricey after the trial period ends. Instead, I like the interface and how easily you can switch views using steering wheel controls. Whether you want a full-screen map view or a more traditional display of a tachometer and speedometer with music or drive info in the middle, the Audi gets most details right. Three suggestions: I wish the car could show album covers when I’m using Apple CarPlay; I want a tire pressure monitoring system that displays PSI at each tire; and it’d be cool if I could change the color of the “A4” that appears in one of the full-screen display modes.

The process of accessing some settings menus isn’t intuitive at first, but the system and MMI control knob are easy to use after a little practice.

Other interior pluses include an ambient lighting system that offers multiple colors and allows you to color part of the interior in one color and the rest of the car’s interior lighting in another complementing hue. Unfortunately, though, the illuminated white line at the bottom of the front doors doesn’t play along. Also, the A4 has one of the best turn-up-the-volume controls in the industry, with a roller-type control on the steering wheel and an easy-to-find volume knob at the base of the center console between the driver and front passenger. Over time, I even came to appreciate the engine auto start/stop system, but not for its smoothness. In fact, the engine awakens with a noticeable and unfortunate shake. I kept the feature on because under the right conditions, the car can turn the engine off for over a minute—perfect for making the most of our long-termer’s 19-speaker 755-watt sound system at long red lights in the silence to which EV owners have become accustomed.

Were I ordering an A4, I wouldn’t pick the Atlas Beige interior color of our long-termer, and not just because our Big Test comparison tester’s Nougat Brown looked great. The beige seats on our A4 don’t hide dirt well, and the standard seats on our car don’t provide as much side bolstering as I’d like. I would get the available sport seats, after making sure that the sport suspension with which they’re bundled isn’t too uncomfortable.

During our 19,419 miles with the A4, we had a few issues. The biggest one was when the car couldn’t reliably recognize phones that were compatible with Apple CarPlay. A total of $2,839.99 of warranty cost later, the control module that connects with the phone through the USB outlets was replaced to fix the system. The back of the center console armrest—which has a lid that adjusts up and down, and front to back—started to warp, and that was replaced with a warranty cost of $103. We also replaced all four tires before we would have liked. Right before a trip up the coast of California, we noticed one tire had a bubble on the sidewall, so two tires were replaced. Just a couple weeks later, a nail in another tire caused enough damage that we had to replace that one (and we again decided to replace a second tire to keep wear levels even).

I’m going to miss the A4’s adaptive cruise control—in use and customizability, it’s one of the best systems I’ve experienced so far.

Audi throws in the first scheduled maintenance, but the second regularly scheduled service visit cost $561.36. For comparison, our $46,140 2015 Mercedes-Benz CLA 250 cost $181.18 over 18,525 miles. Our $36,420 2015 Acura TLX 2.4 required $235.40 of services over 18,915 miles. As you compare prices of various cars you’re considering, keep in mind that some automakers (BMW, Jaguar, Genesis, Volvo) include additional complimentary service visits. As for the car’s retained value, IntelliChoice estimates our A4 would be worth an impressive 67 percent of its original $52,325 MSRP after three years and 42,000 miles, holding its value better than the less expensive Acura and Mercedes, and also slightly above our 2017 BMW 530i long-termer.

My own A4 would be a top Prestige-trimmed all-wheel-drive model. I didn’t find the less powerful, front-drive A4 Ultra’s responses at low speeds to be smooth, and our all-wheel-drive A4 is already so quick I would have trouble justifying the more powerful S4. As for the Prestige trim—like the mid-level Premium Plus trim, it includes chrome exterior trim that accentuates the arched side-window shape that has defined Audi sedans for over two decades. The top trim also includes Audi’s great adaptive cruise control. After turning off the lane keeping assist system that doesn’t center the car in its lane at low speeds, I sometimes let the adaptive cruise ease my evening commute. Some systems are too rough as they come to a stop or take off, but Audi’s system has settings for distance and aggressiveness. I’m more prone to motion sickness than the average driver, and for me, this is the difference between usability and permanently turning off the tech.

Really, though, I wouldn’t get an A4 at all. My choice would be a beautiful A5 Sportback, the four-door hatchback that slips all of the A4’s many advantages into a sexier shape. If I’m making the emotionally charged decision of paying $50,000 to $60,000 for a car that’s more cramped inside than a Civic, I’m treating myself to the more exclusive shape. For those who aren’t interested in that hatchback variant, a year in the Audi reaffirmed our belief that, despite the car’s drawbacks, the 252-hp all-wheel-drive A4 is one of the most well-rounded and recommendable cars in its class.

Read more about our 2017 Audi A4 2.0T:

Long-Term Arrival: A Year With a Sharp 3 Series Competitor

Long-Term Update 1: Feeling Quick

Long-Term Update 2: Seeing Stars and Apple CarPlay

Long-Term Update 3: Capable vs. Fun

Long-Term Update 4: Comments From an Actual 2017 A4 Owner

Long-Term Update 5: Interior Space

Long-Term Update 6: Let Me Do That for You

Long-Term Update 7: Design – Not Far Enough or Just Right?

Long-Term Update 8: How the Interior Could Be Improved

Long-Term Update 9: The Road Trip

Long-Term Update 10: Going Ultra

My first “long-term” A4 was a 1996 model, shown here with the 2005 Acura TSX that replaced it.

Our Car SERVICE LIFE 12 mo / 19,419 mi BASE PRICE $40,350 OPTIONS Prestige package ($8,600: 18-inch wheels, Bang & Olufsen sound system, Audi advance key, LED headlights, top view camera, head-up display, Audi virtual cockpit); Driver Assistance package ($1,800: Adaptive cruise control, active lane keep assist, high-beam assist, traffic sign recognition); Adaptive damping suspension ($1,000); metallic paint ($575) PRICE AS TESTED $52,325 AVG ECON/CO2 25.1 mpg / 0.77 lb/mi PROBLEM AREAS None MAINTENANCE COST $561.36 (2-oil change, inspection) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $34,900 RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years

2017 Audi A4 2.0T Quattro POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbocharged I-4, iron block/alum head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 121.1 cu in/1,984 cc COMPRESSION RATIO 9.6:1 POWER (SAE NET) 252 hp @ 5,000 rpm TORQUE (SAE NET) 273 lb-ft @ 1,600 rpm REDLINE 6,750 rpm WEIGHT TO POWER 14.5 lb/hp TRANSMISSION 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 4.23:1/1.63:1 SUSPENSION, FRONT; REAR Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.9:1 TURNS LOCK-TO-LOCK 2.8 BRAKES, F; R 13.3-in vented disc; 13.0-in vented disc, ABS WHEELS 8.0 x 18 in cast aluminum TIRES 245/40R18 97H (M+S) Pirelli Cinturato P7 DIMENSIONS WHEELBASE 111.0 in TRACK, F/R 61.9/61.2 in LENGTH x WIDTH x HEIGHT 186.1 x 72.5 x 56.2 in TURNING CIRCLE 38.1 ft CURB WEIGHT 3,645 lb WEIGHT DIST, F/R 56/44% SEATING CAPACITY 5 HEADROOM, F/R 38.9/37.4 in LEGROOM, F/R 41.3/35.7 in SHOULDER ROOM, F/R 55.9/54.5 in CARGO VOLUME 13.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 0-40 2.7 0-50 3.9 0-60 5.2 IFTTT

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privateplates4u · 6 years

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New Volkswagen Arteon 2017 review

http://www.autoexpress.co.uk/volkswagen/arteon/100775/new-volkswagen-arteon-2017-review

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robertkstone · 7 years

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2018 Audi Q5 2.0 First Test: Worth the Wait

You might be surprised to learn that the midsize Q5 crossover is Audi’s best-selling vehicle—about five times better last year than the A5 from which it sprang, and easily outselling the A4, as well. Based on the same laudable MLB chassis that mounts the engine north/south (unique in this largely FWD-based segment that typically uses east/west), the 2018 Q5 comes standard with all-wheel drive and a turbocharged four-cylinder engine. It also grows in just about every dimension. Not seeing a major redesign since it was introduced in 2009, the more sharply sculpted Q5 also gains a much-needed interior makeover to catch it up to the rest of the current-era Audi electronics and aesthetics.

Improved Performance

The revised 2.0-liter Audi TFSI engine gains 32 horsepower, 15 lb-ft of torque, and a new seven-speed dual-clutch automatic transmission replaces an eight-speed automatic. The impressive results are improved fuel economy (gaining 3 mpg in both the EPA’s city and combined cycles over its processor) and better acceleration. Our testing produced a snappy 5.9-second 0-60-mph time, which is a second better than the 2017 model and puts it within a half second of the much-ballyhooed Alfa Romeo Stelvio. It’s quick, but the Q5 is also smooth. The shifts from the new transmission, dubbed S Tronic, are rapid and nearly imperceptible—and it doesn’t have that lurch from a stop or low-speed shift-shudder that some other similar, automated manuals do. Even the engine’s fuel-saving automatic stop/start is swift and unobtrusive.

Highway Manners

Because our example was also equipped with multimode adaptive dampers ($1,000), the Q5’s ride quality was excellent. There are distinct differences between the Dynamic and Comfort settings (you can build and save your own mode with the Individual setting), and the magic Auto mode would likely be where most owners would leave the drive mode selector. It was able to detect a choppy concrete highway surface and add just the right amount compliance to smooth it out. Newly available with the 2.0-liter engine, our Prestige model (an exhaustive and worthwhile $9,300 option) was equipped with, among other things, 255/45R20 tires and more importantly double-insulated front-side glass that contributed to a very hushed cabin, even at closed-course 100-mph speeds where wind, tire, and road noise were noticeably unnoticed. Revised front suspension and steering is said to provide more precision, and we believe this. However, some said they’d prefer a little more torque buildup coupled with vehicle speed. On twisting roads, despite active torque distribution, we found the Q5 tended to understeer too soon when pushed too close to the 0.79g lateral acceleration limit even in Dynamic mode. Odd.

Down and Dusty

We had an opportunity to get the Q5 a little dirty with several loops of a 1.3-mile course that included flat and inclined deep sand (the California desert analog to snow), tight and fast corners, a 50-mph “fire road” with some washboard areas, and a packed-but-slippery ascent and descent. Despite Audi engineering a more front-biased all-wheel-drive system in the new Q5, it dispatched all the off-road challenges with the ease one would expect of an SUV with the word “quattro” on the back. Stop in the sand (typically not advised)? No problem. Stop on half way up the hill? Got that covered, too. It was encouraging to know we had over 8 inches of ground clearance and to find “Allroad” mode among the drive modes and a nifty dedicated display that Frank Markus noted: “shows the vehicle’s pitch and roll angle and also the steering angle. It looks as though it keeps track of the maximum inclines/declines and cross-hill angles the car has experienced.” We wished the hill-hold feature would release the brakes after the turbocharger had spooled up (not before) and that hill-descent control would allow for tailoring the speed, which was 6 mph on our not-so-steep downhill. Small easily dismissed criticisms of an otherwise capable SUV.

Benchmark Again

Inside, you’ll be greeted by Audi’s latest cool and elegant interior treatment. Smartphone integration, Apple CarPlay, and Android Auto are standard. Beyond that, optional Audi connect features include real-time traffic info, weather updates, fuel prices, Siri Eyes Free integration for compatible devices, internet radio streaming, picture navigation, read-aloud personalized news headlines, and Twitter alerts, among other things. On the safety front, standard equipment includes Audi Pre Sense basic and city. Blind-spot monitoring with Audi Pre Sense rear and adaptive cruise control with full stop/go and traffic-jam assist are available.

You’ll find touch-sensitive aluminum buttons for climate control, the latest version of Audi’s MMI controller, and—because we had the Prestige option—the ability to “write” numbers/letters on the provided pad. There’s also Audi’s game-changing 12.3-inch Virtural Cockpit instrument panel plus the larger 8.3-inch central display. The optional fine-grain open-pore Ash trim ($850) also added to the understated elegance and sophisticated ambiance. Some of our larger-framed staffers found the front seat bottoms too short to provide enough thigh support, but all agreed the lateral support was very good. The 40/20/40 split rear seats offered better-than-average visibility, comfort, and room, especially under the front seats where some cram all manner of foot-impacting goods. We were also happy to find standard digital controls for rear climate controls/vents, a large armrest with pop-out cupholders, and a 12-volt socket, but there were no USB ports/charge points. The standard power rear hatch opens to reveal a 26.8 cubic-foot cargo area that increases to a whopping 60.4 with the rear seats folded nearly flat. There are also two grocery bag hooks and four cargo tie-downs.

Conclusion

With legions of folks who already were snapping up the Q5 for their own reasons, everything Audi did to this vastly improved 2018 version will certainly keep it at the top of Audi’s charts. With improved nonlozenge exterior styling, performance, and efficiency along with a greatly improved interior with more room and features and unimpeachable off-road abilities, even more people will find it attractive. It’s currently neck and neck with the Mercedes-Benz GLC in terms of sales, far outselling the Porsche Macan. In just the first seven months of 2017, the Q5 outsold itself for all of 2016. It looks like Audi is going to have another record-setting year on its hands. Well done.

Because the test surface we used for this review is a mere month old (and still curing), our braking and handling results show longer stopping distances and less grip than we typically record and report. With that in mind, this vehicle’s numbers are not necessarily comparable with previous or future test results.

2018 Audi Q5 Prestige BASE PRICE $51,775 PRICE AS TESTED $56,500 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/252-hp/273-lb-ft supercharged DOHC 16-valve I-4 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 4,179 lb (53/47%) WHEELBASE 111.0 in LENGTH x WIDTH x HEIGHT 183.6 x 74.5 x 65.3 in 0-60 MPH 5.9 sec QUARTER MILE 14.5 sec @ 94.6 mph BRAKING, 60-0 MPH 136 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.65 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/27/25 mpg ENERGY CONS, CITY/HWY 147/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.79 lb/mile

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eddiejpoplar · 7 years

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New and Future Cars for 2018 and Beyond

In 2016 the car-making industry saw its seventh consecutive year of record sales in the U.S. with 17.55 million purchases in all. So far in 2017 the numbers seem to have finally plateaued, with analysts forecasting a final total closer to 17 million—still not too shabby. Various social, political, and economic factors are driving the slight decline, but don’t blame it on a lack of interesting, exciting, and appealing new vehicles designed to grab our attention. Indeed, the following is filled with more than 100 cars, crossovers, SUVs, and trucks that are either on sale now or will be within a few years. Even so, this lineup is not exhaustive in terms of everything coming down the pipe. It is composed of the top 100-plus machines that pique our interest as the automotive world continues to change on a seemingly daily basis. Although there might come a day when, as some predict, we will see a sad end to our celebration of No Boring Cars, the good news is—as evidenced on the following pages—we aren’t there yet by a long shot.

2020 Acura RLX

When to Expect It: Summer 2020

The beak is dead! Long live the diamond pentagon grille! Aside from the new mug, expect to see a bigger badge and a wider body similar to the Precision Concept for the new RLX. More tech from the flagship NSX supercar as well as more powerful electric motors for the sport hybrid Super Handling All-Wheel Drive luxury sedan should continue to trickle over. The extra juice should provide a healthy gain to the V-6 hybrid system’s current combined 377-hp output, but the standard 310-hp V-6 in the RLX could be replaced by a version of the 2.0-liter turbocharged i-VTEC four-cylinder that’s in the 2018 Honda Accord. The six-speed automatic and seven-speed dual-clutch transmission will probably be replaced with a new 10-speed automatic transmission. More radar and lidar equipment should find its way to the redesigned RLX, as should a lot of autonomous features in the cockpit if Acura expects its fully autonomous fleet to hit the 2025 target date. The car should be available in 2020 for a starting price of around $60,000.

2018 Alfa Romeo Stelvio

On Sale: Now (Early 2018 for Quadrifoglio); Base Price: $42,990

Alfa Romeo figures consumers in the U.S. bought about 2.1 million vehicles in the premium segment last year, a quarter of those being premium SUVs. It’s hard to imagine the mandate to build SUVs was a dream come true for Porsche, Bentley, Maserati, and very soon Lamborghini, nor would we guess Alfa loyalists unanimously embrace the idea. But that’s the market reality and why we have the 2018 Alfa Romeo Stelvio, named for a mountain pass in the Swiss Alps. Based on the Giulia platform, the all-wheel-drive Stelvio is powered by a 2.0-liter turbocharged four-cylinder with 280 horsepower mated to an eight-speed ZF automatic transmission. Styling is a strong point, as is the welcoming interior. Steering and handling are suitably Italian—weight distribution is 50/50—and even at the base level ($42,990), you get some nice features ranging from leather upholstery to a carbon-fiber driveshaft. You can step up to the Ti Lusso package for more luxury or Ti Sport for better performance, including 20-inch wheels and an upgraded suspension. You’ll have to wait until early 2018, however, for the Stelvio Quadrifoglio and its meaty 505-horsepower twin-turbo V-6.

2020 Aston Martin Valkyrie

When To Expect It: Deliveries begin 2019

Aston Martin has conceived what it calls “the hypercar of our time,” created in partnership with Red Bull Racing and Formula 1 design legend Adrian Newey. The key to achieving its goal is the Newey-designed aerodynamic package. This is a ground-effect car. Its radically sculpted floor sits higher off the road than the body sides while the “grille” is an opening to funnel air into tunnels along the cockpit sides. The Valkyrie features variable ride height and a hybrid rear-wheel-drive powertrain. The engine is a new, naturally aspirated 6.5-liter Cosworth V-12, supplemented by an electric motor. Total output should exceed 1,000 hp. Constructed from materials including carbon fiber and titanium, a 2,400-pound-or-less curb weight is the target. Figure 0-60 mph in less than 3 seconds and sustained lateral grip and braking in excess of 2 g. Aston will build 150 road cars and 25 track-only versions. Price should be about $3.2 million, but all road versions are already sold.

2018 Audi A5, S5, RS 5

On Sale: Now (Late 2017 for RS 5); Base Price: $43,775 (A5) / $55,575 (S5) /$70,000 (RS 5 est)

Although not as elegant as the original Walter de Silva-designed first generation, Audi’s second crack at the A5 makes up for that with big leaps in technology and refinement. The simple, clean cabin is wisely designed around the stellar virtual cockpit instrument display, a segment-best feature in infotainment.

The base 252-hp turbocharged four-cylinder for the A5 is as smooth and punchy as ever, and standard all-wheel drive serves up balanced control alongside steady handling. Thanks to the new five-link front and rear suspension, the last-gen car’s unwanted understeer is a thing of the past.

For the brawnier S5, Audi amped up both power and torque by swapping out the old supercharged engine in favor of a turbocharged 3.0-liter V-6. The new mill’s healthy 354 hp and 369 lb-ft are now sent to all four wheels via an eight-speed automatic transmission, which better manages the gobs of low-end torque than last generation’s dual-clutch.

The A5 and S5 are already in showrooms, but Audi has also confirmed a buck-wild RS 5 will arrive by year’s end as a 2018 model. Chomping at the bit with 450 hp and 443 lb-ft of torque from the 2.9-liter twin-turbo V-6 it shares with the new Porsche Panamera, the RS 5 should match the 503-hp Mercedes-AMG C63’s 3.7-second sprint to 60 mph, owing to its sophisticated all-wheel-drive setup. The A5 and S5 start at $43,775 and $55,575, respectively. The RS 5 coupe starts around $70,000 and goes on sale late in 2017.

2019 AUDI A8

On Sale: 2018 / Base Price: $80,000 (est)

Handsome. Conservative. Understated. These words have, for a decade or more, been the key descriptors of Audi’s exterior design ethos. That has changed in the last 24 months or so, and it’s going to keep changing with the introduction of the Audi A8.

The interior carries forward past themes, too, but with an edgier, futuristic flair and no more buttons thanks to two haptic feedback screens. There’s a lot going on beneath the surface as well—things such as unattended self-parking, a 12.3-inch high-resolution virtual cockpit display that replaces the instrument panel, and the ability to interpret GPS route data and sensor information to automatically coast (at speeds between 34 and 99 mph) or recuperate energy via the 48-volt belt-alternator starter system.

The 2019 Audi A8 goes on sale in the U.S. sometime next year with a starting price around $80,000.

2019 Audi Q8

On Sale: 2018 / Base Price: $55,000 (est)

Following the trend of style-first, function-second SUVs such as the BMW X6 and Mercedes GLE Coupe, the Audi Q8 will begin production in 2018 as the flagship of Ingolstadt’s SUV portfolio. The nearly finished concept version (pictured) of the Marc Lichte-penned Q8 showcases a chunky and purposeful styling language meant to break Audi’s traditionally restrained mold. (If all moves ahead as planned, it’ll be by far the least hideous option in the segment.) We also expect the Q8 will launch with the next generation of Audi’s infotainment system, featuring multiple touchscreens and a new head-up display, which will make their debut first on the new A8.

Unlike its three-row Q7 sibling, the Q8 will come exclusively as a two-row SUV, riding on the same MLB architecture that also underpins the surprisingly athletic Bentley Bentayga. Powertrain options are undetermined, but we expect the 333-hp turbocharged 3.0-liter V-6 from the Q7 at launch, with a plug-in hybrid option as well as a sportier S model in the pipeline. Look for a starting price north of $55,000.

2018 AUDI RS 3

On Sale: Now; Base Price: $55,875

An absurd, white-hot 400-hp dynamo of an entry-level luxury sedan used to be the sort of thing we’d have to lust after from across the ocean. These are blessed times, however, seeing as Audi has renewed its commitment to beefing up its RS portfolio here in the States to better compete with BMW M and Mercedes-AMG.

Europe was able to enjoy the last RS 3 as a hatchback with a 367-hp turbo inline-five, but we’ll only get it as a sedan. Using the same all-new turbocharged inline-five and seven-speed dual-clutch gearbox as the more compact TT RS, the first-ever Audi RS 3 for the U.S. has the added benefit of four doors and a more usable back seat. Despite a little more weight and a less track-focused approach to suspension tuning, the $55,875 RS 3 will still be a potent answer to the Mercedes-AMG CLA45, capable of cracking off 0-60-mph sprints in less than 4 seconds.

2018 Audi TT RS

On Sale: Now; Base Price: $65,875

Anyone accusing Audi of being too sedate would do well to sample the TT RS. Packing 40 more horses and maintaining the same 3,306-pound weight, this 400-hp überTT won the heart of contributing writer and race-car driver Andy Pilgrim. A big part of the appeal is the distinctive, all-new 2.5-liter turbo inline-five. True to Audi heritage and electrifying to witness, the new aluminum-intensive engine drops 54 pounds and sounds delicious with an optional sport exhaust.

Other major bits of kit include a nonadjustable sport suspension and carbon-ceramic front brakes, but the TT RS is a beast even with its standard steel brakes and adaptive magnetic dampers. Even under serious punishment the TT RS will not understeer; its all-wheel-drive system is capable of sending just shy of 100 percent of available torque to the rear axle.

With no real competitors at its $65,875 price point along with all-wheel drive and brutal 3.6-second 0-60-mph launches, the TT RS is in a class of its own.

2018 Bentley Continental GT

When To Expect It: Summer 2018

The 2018 Continental GT will make its debut at the 2017 Frankfurt Motor Show with a newfound focus on athleticism, technology, and an appropriately avant-garde design language. Although the new Conti’s looks borrow curvy cues from the EXP 12 Speed 6e concept, its chassis is based on Porsche’s MSB platform. The Continental’s top-dog model will be powered by a new edition of the venerable 6.0-liter W-12 delivering 624 horsepower and 664 lb-ft of torque. In this guise, the new model eclipses the outgoing Speed version with a 0-60-mph time of 3.6 seconds and a top speed of 207 mph. By 2019 a 550-hp, 4.0-liter V-8 model should materialize, as should a plug-in hybrid that utilizes a 3.0-liter V-6. A hefty fuel tank and drivetrain efficiency improvements will deliver a cruising range of around 500 miles.

2017 Bentley Continental Supersports

On Sale: Now; Base Price: $296,025 (coupe) $325,325 (convertible)

The curtain call for the current Conti invokes brag-worthy milestones, appointing the 209-mph Supersports coupe ($296,025) as the world’s fastest four-seater and the 205-mph Supersports convertible ($325,325) as the fastest four-seat convertible. The W-12 engine sees its most potent application to date with a reworked intake and charging system and larger turbos that can spin at 150,000 rpm. The upgrades extract 700 horsepower and 750 lb-ft of torque from the 6.0-liter W-12, a 67-hp and 131-lb-ft gain over the Speed model. That motivation can launch the 2.5-ton steed to 60 mph in 3.4 seconds, aided by 88 pounds of weight loss at the wheels, brakes, and exhaust. The notoriously long-in-the-tooth infotainment hardware is at least garnished with more inventive finishes such as a dashboard embedded with a checkerboard pattern made of 12,000 strands of carbon fiber, each 10 times thinner than a strand of human hair.

2019 BMW 8 Series

On Sale: 2018 / Base Price: $100,000 (est)

The original 8 Series was revered for its timeless shape and forward-thinking technology. This Adrian van Hooydonk-penned successor will be no different. (IFTTT

#IFTTT #Performance Junk Blogger 6

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jesusvasser · 7 years

Text

New and Future Cars for 2018 and Beyond

2020 Acura RLX

When to Expect It: Summer 2020

2018 Alfa Romeo Stelvio

On Sale: Now (Early 2018 for Quadrifoglio); Base Price: $42,990

2020 Aston Martin Valkyrie

When To Expect It: Deliveries begin 2019

2018 Audi A5, S5, RS 5

On Sale: Now (Late 2017 for RS 5); Base Price: $43,775 (A5) / $55,575 (S5) /$70,000 (RS 5 est)

2019 AUDI A8

On Sale: 2018 / Base Price: $80,000 (est)

The 2019 Audi A8 goes on sale in the U.S. sometime next year with a starting price around $80,000.

2019 Audi Q8

On Sale: 2018 / Base Price: $55,000 (est)

2018 AUDI RS 3

On Sale: Now; Base Price: $55,875

2018 Audi TT RS

On Sale: Now; Base Price: $65,875

With no real competitors at its $65,875 price point along with all-wheel drive and brutal 3.6-second 0-60-mph launches, the TT RS is in a class of its own.

2018 Bentley Continental GT

When To Expect It: Summer 2018

2017 Bentley Continental Supersports

On Sale: Now; Base Price: $296,025 (coupe) $325,325 (convertible)

2019 BMW 8 Series

On Sale: 2018 / Base Price: $100,000 (est)

The original 8 Series was revered for its timeless shape and forward-thinking technology. This Adrian van Hooydonk-penned successor will be no different. (IFTTT

#IFTTT #Performance Junk WP Feed 4

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jonathanbelloblog · 7 years

Text

New and Future Cars for 2018 and Beyond

2020 Acura RLX

When to Expect It: Summer 2020

2018 Alfa Romeo Stelvio

On Sale: Now (Early 2018 for Quadrifoglio); Base Price: $42,990

2020 Aston Martin Valkyrie

When To Expect It: Deliveries begin 2019

2018 Audi A5, S5, RS 5

On Sale: Now (Late 2017 for RS 5); Base Price: $43,775 (A5) / $55,575 (S5) /$70,000 (RS 5 est)

2019 AUDI A8

On Sale: 2018 / Base Price: $80,000 (est)

The 2019 Audi A8 goes on sale in the U.S. sometime next year with a starting price around $80,000.

2019 Audi Q8

On Sale: 2018 / Base Price: $55,000 (est)

2018 AUDI RS 3

On Sale: Now; Base Price: $55,875

2018 Audi TT RS

On Sale: Now; Base Price: $65,875

With no real competitors at its $65,875 price point along with all-wheel drive and brutal 3.6-second 0-60-mph launches, the TT RS is in a class of its own.

2018 Bentley Continental GT

When To Expect It: Summer 2018

2017 Bentley Continental Supersports

On Sale: Now; Base Price: $296,025 (coupe) $325,325 (convertible)

2019 BMW 8 Series

On Sale: 2018 / Base Price: $100,000 (est)

The original 8 Series was revered for its timeless shape and forward-thinking technology. This Adrian van Hooydonk-penned successor will be no different. (IFTTT

#IFTTT #Performance Junk Blogger Feed 4

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