#used audi q7 engines for sale

[enginetrust]

Get the Best Deals on Rebuilt, Used, and Reconditioned Audi Q7 Engines at Low Prices

[audiautobahneng]

Reconditioned & Used Audi Q7 Engine For Sale

[bradyrock]

Buy Cheap Used Audi Q7 Engines For Sale In USA. Used Audi Q7 Engines may include 2007 to 2018 engines available in the USA. We offer Audi Q7 engines at discount prices online in the United States. Why late purchase now.

https://www.autoparts-miles.com/used-AUDI-Q7-engines

[audinewtonnj-blog]

Car Dealers in Newton NJ - Audi Newton

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For the NJ auto sales, it's the sales conversion ratio that's more significant than the purchase price of the prospects. Audi dealership NJ should always attempt to buy high quality prospects, which come in a little expensive price. Because, these have large conversion possibility, the traders may have a fantastic return on investment.

The certified pre owned Audi NJ should also opt for a lead generating company that provides real time auto leads. The certified used cars NJ should also be certain that the automobile lead producing companies are supplying them new auto leads. Such earnings creating company follows varying methods to collect information regarding potential car buyers the automotive traders should ask the supplier concerning the approaches it follows to create leads as the direct generation methods and the procedure for implementation of them typically ascertain the quality of prospects. As an example, if a creating firm is after haywire online advertising approaches, then the prospects it will collect are the worst ones since the listing won't include the potential buyers but those that have been only lured to register or publish the application type. Hence, these sorts of auto trader leads will not convert to sales. The car dealerships in NJ must also ask whether the revenue generators are receiving prospects out of a third party. Acquiring automobile results out of a third party isn't illegal but the traders must assess the quality of the leads the supplier gathers in the next party.

Another significant part that's to be considered from the car dealerships in NJ is if the automobile dealer has a return policy. This is essential since it secures the traders in the event they get leads with insufficient contact info. A reputed and skilled supplier acknowledges the demands of the traders and provides detailed return policy in case the same being marketed doesn’t have conversion prospects. A skilled and reputed automobile dealer lead supplier really can help the auto trader’s increase up their revenues. The array of Audi automobiles includes a family home and sporty design which allows you to freely pick the one that meets your requirements, facets and appetites. For people who have little families, The Audi a4 lease NJ, Audi q5 lease deals NJ, Audi q7 lease NJ, Audi a4 for sale NJ is your ideal option as it's a convenient and convenient motor vehicle. Should you seek a car that provides the hatchback style using a racier engine also provides you an amazing driving experience then you need to go to your Audi q7 lease NJ.

The Audi a4 lease NJ and Audi q5 lease deals NJ are fantastic for the men and women that are seeking to get a bigger vehicle. Each one these cars provide a gorgeous design and innovative technology. To ensure you will have the relaxation on your chair and the end will hurry through your hair, there are many versions of Audi automobiles can be found in Audi Newton.

For people who are searching for a certified used cars NJ, the Audi tt for sale NJ will be among the great Audi automobiles for you to pick. Essentially, these versions come from the standard range which has larger motors and tightened suspension. The Audi q5 lease deals NJ includes a gorgeous layout that represents the forward thinking mindset of Audi. You'll also be amazed with its own high technology characteristics that are wholly installed on this vehicle. When you have the opportunity to discover a used one then you'll be quite blessed to have the ability to snap this up.

For over century, the Audi are generating the premium quality vehicles. Audi automobiles are also famous because of its endurance and its ideal for buying used Audi NJ. You'll realize the warranties and aftercare guarantees come fast and thick once you visit car dealers in Newton NJ. It's strongly a good idea that you pay a visit to your regional Audi dealerships if purchasing a used Audi car.

[berniesrevolution]

NEW YORK TIMES MAGAZINE

Late on the evening of Sept. 20, 2015, Basim Razzo sat in the study of his home on the eastern side of Mosul, his face lit up by a computer screen. His wife, Mayada, was already upstairs in bed, but Basim could lose hours clicking through car reviews on YouTube: the BMW Alpina B7, the Audi Q7. Almost every night went like this. Basim had long harbored a taste for fast rides, but around ISIS-occupied Mosul, the auto showrooms sat dark, and the family car in his garage — a 1991 BMW — had barely been used in a year. There simply was nowhere to go.

The Razzos lived in the Woods, a bucolic neighborhood on the banks of the Tigris, where marble and stucco villas sprawled amid forests of eucalyptus, chinar and pine. Cafes and restaurants lined the riverbanks, but ever since the city fell to ISIS the previous year, Basim and Mayada had preferred to entertain at home. They would set up chairs poolside and put kebabs on the grill, and Mayada would serve pizza or Chinese fried rice, all in an effort to maintain life as they’d always known it. Their son, Yahya, had abandoned his studies at Mosul University and fled for Erbil, and they had not seen him since; those who left when ISIS took over could re-enter the caliphate, but once there, they could not leave — an impasse that stranded people wherever they found themselves. Birthdays, weddings and graduations came and went, the celebrations stockpiled for that impossibly distant moment: liberation.

(Basim Razzo’s home before the strike.) 

Next door to Basim’s home stood the nearly identical home belonging to his brother, Mohannad, and his wife, Azza. They were almost certainly asleep at that hour, but Basim guessed that their 18-year-old son, Najib, was still up. A few months earlier, he was arrested by the ISIS religious police for wearing jeans and a T-shirt with English writing. They gave him 10 lashes and, as a further measure of humiliation, clipped his hair into a buzz cut. Now he spent most of his time indoors, usually on Facebook. “Someday it’ll all be over,” Najib had posted just a few days earlier. “Until that day, I’ll hold on with all my strength.”

Sometimes, after his parents locked up for the night, Najib would fish the key out of the cupboard and steal over to his uncle’s house. Basim had the uncanny ability to make his nephew forget the darkness of their situation. He had a glass-half-full exuberance, grounded in the belief that every human life — every setback and success, every heartbreak and triumph — is written by the 40th day in the womb. Basim was not a particularly religious man, but that small article of faith underpinned what seemed to him an ineluctable truth, even in wartime Iraq: Everything happens for a reason. It was an assurance he offered everyone; Yahya had lost a year’s worth of education, but in exile he had met, and proposed to, the love of his life. “You see?” Basim would tell Mayada. “You see? That’s fate.

Basim had felt this way for as long as he could remember. A 56-year-old account manager at Huawei, the Chinese multinational telecommunications company, he studied engineering in the 1980s at Western Michigan University. He and Mayada lived in Portage, Mich., in a tiny one-bedroom apartment that Mayada also used as the headquarters for her work as an Avon representative; she started small, offering makeup and skin cream to neighbors, but soon expanded sales to Kalamazoo and Comstock. Within a year, she’d saved up enough to buy Basim a $700 Minolta camera. Basim came to rely on her ability to impose order on the strange and the mundane, to master effortlessly everything from Yahya’s chemistry homework to the alien repartee of faculty picnics and Rotary clubs. It was fate. They had been married now for 33 years.

Around midnight, Basim heard a thump from the second floor. He peeked out of his office and saw a sliver of light under the door to the bedroom of his daughter, Tuqa. He called out for her to go to bed. At 21, Tuqa would often stay up late, and though Basim knew that he wasn’t a good example himself and that the current conditions afforded little reason to be up early, he believed in the calming power of an early-to-bed, early-to-rise routine. He waited at the foot of the stairs, called out again, and the sliver went dark.

It was 1 a.m. when Basim finally shut down the computer and headed upstairs to bed. He settled in next to Mayada, who was fast asleep.

Some time later, he snapped awake. His shirt was drenched, and there was a strange taste — blood? — on his tongue. The air was thick and acrid. He looked up. He was in the bedroom, but the roof was nearly gone. He could see the night sky, the stars over Mosul. Basim reached out and found his legs pressed just inches from his face by what remained of his bed. He began to panic. He turned to his left, and there was a heap of rubble. “Mayada!” he screamed. “Mayada!” It was then that he noticed the silence. “Mayada!” he shouted. “Tuqa!” The bedroom walls were missing, leaving only the bare supports. He could see the dark outlines of treetops. He began to hear the faraway, unmistakable sound of a woman’s voice. He cried out, and the voice shouted back, “Where are you?” It was Azza, his sister-in-law, somewhere outside.

“Mayada’s gone!” he shouted.

“No, no, I’ll find her!”

“No, no, no, she’s gone,” he cried back. “They’re all gone!”

(Continue Reading)

[audiautobahneng]

Availability of Reconditioned Audi Q7 Engines for Sale in the UK

[vividracing]

New Post has been published on https://www.vividracing.com/blog/abt-high-performance-hr22-inch-wheels-now-available-in-gloss-black/

ABT High Performance HR22-Inch Wheels Now Available in Gloss Black

ABT is the global market leader when it comes to improving the looks and performance of cars produced by Audi and Volkswagen. Since 1896, the German company has put its engineering skills to the test in various racing series (e.g. Formula E and German Touring Car Masters). The brand has also demonstrated an unwavering commitment to catering to the needs of automotive enthusiasts worldwide by offering European-quality aftermarket parts for streetcars. With that said, ABT Sportsline is pleased to announce that its popular High Performance HR22” wheels are now available in a stunning glossy black finish.

Click Here To View ABT Sportsline Catalog

Size is an important factor when it comes to upgrading the wheels on a car. At the same time, the unsprung weight should be as low as possible, not just for racecar drivers. One elegant solution to this dilemma comes in the form of the High Performance wheel from ABT Sportsline. The High Performance HR wheel from ABT boasts less weight for more precision on tarmac. It features a sporty design with extreme stability in spite of thinner sidewalls – all thanks to flow-forming technology. Flow forming is an advanced production technology that reduces volume in the rim well by as much as 50 percent for optimal performance on the road.

With that said, ABT is now adding a new finish to the flow-forming HR 22-inch design. In addition to the Dark Smoke finish, the 10-spoke rim is available in Gloss Black measuring 10.0 x 22”, with a 20 offset, and 5/112 bolt pattern. The HR glossy black rim is available for a wide range of Audi models: A7 / S7 / RS 7 (C8), A8 / S8 (D4), Q5 / SQ5 (MY 2018-2020 with ABT widebody aero package), Q7 (from MY 2017), SQ7 (from MY 2020), Q8 (from MY 2019), SQ8 / RS Q8 (from MY 2020) and RS 6 (from MY 2021).  

Features:

Elegant, sporty looks thanks to a perfect finish

Optimal handling thanks to perfectly balanced weight

Track widening, in special cases, using ABT spacers

Ultra-strong light metal alloys

Great corrosion protection

Excellent rotational characteristics

Strict quality controls that exceed legal requirements

Specifications:

Finish: Glossy Black

Size: 22×10

Bolt Pattern: 5×112

Offset: 20mm

Center Bore: 66.5mm

Cone: 60 Degrees

Fitment:

2018-2020 Audi C8 A7 | S7 | RS 7 C8 (w/ ABT Widebody Aero Package)

2018-2020 Audi D4 A8 | S8 (w/ ABT Widebody Aero Package)

2018-2020 Audi Q5 | SQ5 (w/ ABT Widebody Aero Package)

2017+ Audi Q7

2020+ Audi SQ7

2019+ Audi Q8

2020+ Audi SQ8 | RS Q8

2021 Audi RS 6

Learn More and Purchase the ABT HR22 Wheels in Gloss Black Here. 

If you have any questions about ABT Sportsline or its products, please contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

[digitalpensil]

Bmw Q7

But will it be worth the estimated up-to-750. Its spacious interior luxury fittings and powerful engines have found it many admirers. Bmw X7 Bmw X7 Bmw Luxury Cars Range Rover Find and subscribe to Changing Lanes on all major podcasting platforms.Bmw q7. The BMW X5 is available in 2993 cc engine with 1 fuel type options. The BMW X5 is one of the Q7s closest competitors. The X5 has few faults though. Follow us on 10 th Aug 2019 800 am. Now 15 years later both BMW and Mercedes offer larger SUVs with standard third-row seats of their own. Premium 45 TFSI quattro AWD. Compare price expertuser reviews mpg engines safety cargo capacity and other specs. The BMW X5 is one of the Q7s direct rivals and a well-rounded SUV in its own right. Compare against other cars. As for the Q7 it was redesigned in 2017 but 2020 refreshed its interior and gave its exterior a new style. It was the first SUV offering from Audi and went on sale in 2006. The new Audi Q7. Later Audis second SUV the Q5 was unveiled as a 2009 model. BMW is known for making some of the best luxury cars on the market today. Find the best price mpg 0-60 ratings pictures specs and features. We give the X5 high marks for its smooth power delivery and smart driving aids. The BMW is slightly more expensive than the Audi and its optional third row offers less space than the Audis standard third row. Since its launch a raft of competitors have flooded the market. Read the full article

[dipulb3]

2021 Genesis GV80 2.5T first drive review: Similar swagger, lower price

New Post has been published on https://appradab.com/2021-genesis-gv80-2-5t-first-drive-review-similar-swagger-lower-price-2/

2021 Genesis GV80 2.5T first drive review: Similar swagger, lower price

When automakers first make their latest and greatest available for journalists to test, they typically roll out loaded examples for reviewers to sample. In other words, top-flight models with the poshest interiors, the flashiest wheels, the highest tech and most importantly, the most powerful drivetrains. It makes sense, insofar as it affords reviewers the chance to experience all of a vehicle’s newness and greatness at once, giving us the chance to figure out what we like, and what we don’t. Side effect? It’s tempting to get distracted by all those bells, whistles and horses. That’s particularly easy to do when there are so many of all three, as is the case with the 2021 Genesis GV80. 

In fact, this upscale SUV has so many new features and details to experience, I thought it best to start out with a loaded GV80 3.5T in all-wheel-drive Prestige trim, a $72,000 as-tested luxury juggernaut. If you haven’t read my first drive review of that model, please consider pausing reading this article and doing that now.

No matter the engine, the GV80 is one sharp SUV.

Chris Paukert/Roadshow

All finished? Good. Now, to Genesis’ eternal credit, the company made numerous configurations of its new GV80 available at its Detroit-area first drive event, so I’m going to stay focused on powertrain and trim differences, since most of my other impressions carry over. So let’s take a closer look at this significantly more affordable version, the GV80 2.5T with rear-wheel drive. While my tester is still spec’d out in highfalutin Prestige guise, this crossover is a lot less expensive, stickering at $58,475 as tested (including $1,025 in freight). As you’ll soon learn, the Himalayan Gray Metallic sweetie seen here is priced to strike fear in the heart of today’s premium SUV market. That’s admittedly still a thick wedge, but a base GV80 starts at $49,925 delivered, which isn’t far above the price of a Hyundai Palisade Calligraphy from Genesis’ parent brand. Make no mistake, no matter how you option it, the GV80 represents an unparalleled amount of modern luxury SUV for the money. 

4-cylinder power

While I think the twin-turbo V6 in the 3.5T model suits the overall ambition of the GV80 best, the smaller, single-turbo, 2.5-liter inline-four featured here has lots to offer — not the least of which is its 300 horsepower and 311 pound-feet of torque (the latter peaking from just 1,300 rpm). Those output figures solidly outpoint not only the smaller 2.0-liter I4s in the Audi Q7 and Mercedes-Benz GLE 350, they’re actually substantially more impressive than the power metrics mustered by the liter-larger, naturally aspirated V6s in the Acura MDX and Lexus RX. 

On the street, this translates to solid — but not overwhelming — amounts of oomph, whether trundling around town from stoplight to stoplight or merging onto the freeway. The eight-speed automatic shifts crisply and obsequiously, and I’d ballpark a 0-to-60-mph time in the 6.5-second range. The 2.5T is also surprisingly quiet, especially for an I4. That makes sense, because with the 3.5T, the entire GV80 drive experience is hushed, be it in terms of engine, road or wind noise (frankly, I can’t recall driving an SUV with a sub-six-figure price tag that’s as quiet as a GV80 V6). And yet, even without that model’s unique active road-noise cancellation tech (think: Bose 700 cans for the entire cabin), this 2.5T RWD isn’t far behind.

Speaking of the four-cylinder, the 2.5T’s soundtrack itself isn’t bothersome, but it is a bit featureless, and its character doesn’t match the GV80’s larger-than-life looks as well as the pricier, thirstier V6. That said, a solid slug of torque is always available for passing and the engine’s fuel-saving stop-start tech is unobtrusive enough that I left it enabled for 95% of my drive (something of a rarity for me). 

It’s worth noting that I only had the chance to drive the 2.5T unladen, without a cabin full of passengers or gear in the cargo area, and my drive day took place on Michigan’s drably flat and rain-slicked roads. I’d be interested to experience a similar model fully loaded, perhaps in the mountains, if only to see how much starch this powertrain really offers. Regardless, Genesis says the 2.5T can tow a solid 6,000 pounds, the same as its 3.5T big brother, so this combo ought to be reasonably stout. Of course, if you want the optional (small) third-row seats, you can’t get it with a four-cylinder engine. In fact, you have to pony up a very specific 3.5T trim, Advance Plus.

The GV80’s 2.5-liter turbo four puts out 300 hp and 311 pound-feet — more power than some rivals’ V6 engines.

Chris Paukert/Roadshow

4-cylinder efficiency

The payoff for going with the smaller I4, in addition to a substantially lower price tag, is markedly better fuel economy. The 2021 Genesis GV80 2.5T RWD nets 21 miles per gallon city, 25 highway and 23 combined according to EPA estimates. If you opt for AWD, the numbers hold up well, with only the combined number dropping by a single digit. Compare that to the AWD-only 3.5T, which gets 18 mpg city, 23 highway and 20 combined. None of these efficiency totals (all achieved on premium fuel) will score you on a slot on the Rainforest Action Network’s holiday-card list, mind, but these are solid figures for this class.

So, the I4 is less expensive and demonstrably more efficient. Good stuff. But if you’re picturing this GV80 as some sort of secret, inexpensive performance model for driving enthusiasts because it’s rear-wheel drive and lighter overall, well, think again. This isn’t a sport sedan on stilts, and it still weighs every bit of 4,700 pounds. That’s not to say this Genesis handles like an overstuffed couch — GV80s can hustle around corners smartly — but there isn’t much in the way of feel or involvement, especially from the steering. On the plus side, even though Genesis’ road-scanning adjustable suspension isn’t available on RWD models, because this 2.5T wears smaller 20-inch wheels wrapped in 265/50-series Michelin Primacy Tour all-season rubber, this vehicle offers better ride quality than the V6 I wrote about previously. (Base, 2.5T Standard trims ride on 19s with even taller sidewalls, so they ought to be more compliant still.) 

While you can’t get all the luxury fixins found in the V6 model, the 2.5T’s cabin remains posh, original and very well equipped.

Chris Paukert/Roadshow

Interior excellence

Even though the 2.5T RWD Prestige lacks many of the super-swish features found only on the 3.5T’s Prestige trim (e.g. quilted Nappa leather, power soft-close doors, 3D-effect digital gauges, and so on), the 2.5T RWD’s interior still feels upscale. This wasn’t a foregone conclusion, as the RWD Prestige even goes without many of the features that come standard in AWD models with the same engine and trim — you can’t get active noise cancellation or a head-up display, for instance. Thankfully, the inclusion of features like a widescreen, 14.5-inch infotainment display, 21-speaker Lexicon audio system, knurled-finish switchgear, panoramic roof and matte-finish wood help elevate the cabin to significant heights. However, it’s the overall aesthetic and the quality of fit and finish that really sell the premium vibe that allow the GV80 to stand shoulder-to-shoulder with the likes of the Audi Q7, BMW X5, Lincoln Aviator and Mercedes GLE.

When it comes to safety tech, Genesis has thankfully been a lot more straightforward. Regardless of driven wheels or trim, all GV80s receive adaptive cruise control with Highway Driving Assist II (lane centering and road sign recognition), lane-departure warning and blind-spot collision-avoidance assist, forward-collision warning with auto brake, plus a basic driver monitor and an unusual extra airbag mounted front center airbag. Prestige trim adds 360-degree birds-eye camera coverage for easier maneuverability, reverse auto-brake, blind-spot monitor and ultrasonic rear-seat occupant alert, but that’s about it. All in all, the entire GV80 line is on-point when it comes to safety gear.

While the 3.5T may still be the GV80 to covet, there’s certainly no shame in the 2.5T’s game.

Chris Paukert/Roadshow

Should you buy one?

Is it worth buying a GV80 rather than the more traditional (and predictable) luxury brands out of Europe and Japan? 100%. Dollar for dollar, the GV80 isn’t just a better value when optioned like-for-like, it actually has more street presence than the establishment, plus it has a nicer cabin and a much-longer warranty. In fairness, if history is any guide, the GV80 won’t have comparable resale value entrenched rivals from Europe and Japan, but then again, you won’t be forking over as much money to begin with, and Genesis often has better dependability scores.

Now, should you consider this 2.5T versus a 3.5T? Well, if you can afford to splurge, I would. The extra power — 375 hp and 391 lb-ft — and refinement makes the six-cylinder engine a worthy upgrade. Plus with the way Genesis tiers its trim lines, you tend to get more standard equipment on 3.5T models, too. One more thing: Since RWD doesn’t radically alter (let alone improve) the GV80’s agility or fun quotient, I’d go for an AWD model regardless of engine, especially if you’re located somewhere that sees a good amount of rain or snow. In fairness, this 2.5T RWD is likely to be a pretty rare bird on dealer lots anyhow. A Genesis spokesperson tells me that at least in the early days of GV80 sales, only around 30% of models on lots are likely to come with this smaller engine. Of that amount, only around a third are expected to be fitted with RWD.

All in all, it’s hard to go wrong with the 2021 Genesis GV80. It isn’t just the best value in the midsize luxury SUV segment, it’s one of the better options, period.

[carobd2unit]

Xtool X100 Pro2 Key Programmer Newest FAQ & Use Tips

XTOOL X100 Pro2 Auto Key Programmer is a hand-held device for programming keys in immobilizer units on vehicles, including functions of key programming.

It has a simple and robust design,which can meet the actual needs of different users such as automobile repair factory and workshop and make your vehicle service experience much easier.

📷

Check XTOOL X100 Pro2’s Features:

1.New keys programming 2.Read keys from immobilizer memory 3.New immobilizer programming 4.New ECU programming 5.New mechanical key number programming 6.Vehicle Identification Number programming 7.Reset Immobilizer 8.Easy to operate by guiding menu programming 9.New remote controller programming 10.With full and strong database for the most important vehicle makes 11.Upgrade via web-based download

What does this updated post intend to tell customers?

Some latest questions from cardiagtool.co.uk car tool website’s customer feedback, which can help other customers who want to buy X100 Pro2 avoid the wrong operation and enhance knowledge towards it, are listed below for reference.

(1)@Michael Jefferson: Does Xtool X100 Pro2 work on Nissan Qashqai 2012 Acenta?

Answer: The X100 pro2 key programmer doesn't work on Nissan Qashqai 2012 Acentahe so far, the mileage of Nissan quashai is still under development.

(2)@Kashif: Will X100 pro2 work on a 2020 Nissan Quahqai which needs mileage corrected?

Answer: Our X100 pro2 OBD2 key programmer doesn't work on 2020 Nissan Quahqai for mileage, but might be improved to support it in the future.

(3)@Csaba Csányi: Does this pro2 auto key programmer support diesel engines to clear fault codes and also to correct mileage? Can you share the list of cars it can support?

Answer: Yes, you can check the Xtool official website: http://www.xtooltech.com/FUNC_DOC/PS_ODMILEAGE_V29_65_EN.PDF rel="nofollow" to confirm if it is supported.

(4)@Mihai Hlihor: I bought one of the x100 pro2 but it will not help me adjust the mileage on a 2007 Audi Q7. It’s on the supported car list but there’s no technical help anywhere. How can I get help?

Answer:This is how pro2 returns to normal. Please strictly follow the steps below.

Step 1: Connect PRO2 to the windows computer, find the memory card, and format it.

Step 2: Log in to the upgrade tool and click Upgrade (During the upgrade, please do not operate the machine buttons or disconnect the data cable. After the upgrade prompts successfully, you need to unplug the data cable and reconnect to use)

http://down.xtooltech.com/misc/TP200Installer_v1.0.1.5.rar rel="nofollow"

(5)@Svetlana Norka: Does Xtool Pro2 key programmer work on a 2017 skoda superb mk3 (b8)?

Answer: Definitely Yes, the X100 pro key programmer can work on 2017 skoda superb mk3 (b8) perfectly and don’t ever worry about it.

After going the above customer feedback and answers from technical engineer, we will share the newest use tips on xtool x100 pro2. Read carefully and you will get important information about it.

Xtool x100 pro2 newest use tips:

(1)It can not support Peugeot Expert 2013 for mileage adjustment.

(2)It can not support Ford c max 2012, fiat punto evo 2012, jeep renegade 2015, vw golf5, 7 2005/ 2015 for mileage adjustment.

(3)It can not support Landrover discovery 2016 for mileage adjustment.

(4)It can not support Range rover（Evoque）Discovry 4 series to perform special functions.

(5)It can not support programing new leys for my VW Tiguan and Audi A3.

(6)It can not support Renault Grand Scenic 1.6 diesel 2013, and Toyota Yaris diesel 2007 for mileage adjustment.

(7)It can not support fiat 500l 2014 and same program error comes up saying "cannot conuect to adaptor".

That's all. Thank you for sharing your time with us!

Don't forget to contact us at:

Email:  sales@CarDiagTool.co.uk Skype: cardiag.co.uk Whatsapp: +86 15002705698

Or leave a message at https://www.cardiagtool.co.uk/

to tell us what suggestions or questions you have about our products.

Source:http://blog.cardiagtool.co.uk/xtool-x100-pro2-key-programmer-newest-faq-use-tips/

[usedcarsnearme]

Worst Used Cars to Avoid | What Used Cars Not to Buy?

Buying a used car has its own set of perks but sometimes it costs you a huge amount of loss or seems like the nightmare you have seen has become the reality. The purchase of used cars requires you to set the budget and look for the cars for sale near you in order to have the options.

In order to cut the cost or what so ever the reason automakers make vehicles which is of low quality and costs users more. We have gathered the list of few used cars which you should not consider buying.

BMW X5

No matter the brand has maximum market dominance and remain people’s favorite but it has many reliability issues. Furthermore, it has issues in the features like climate control, defective fuel systems and even faults in engine parts too. According to us, you should not consider buying 2011 and 2012 models as they have maximum reliability issues.

BMW X5 For Sale

Audi Q7

Another luxury brand and people’s favorite but the creation of Audi Q7 has disappointed the users it was in the market without a full redesign. Drivers have faced problems in the brake system, audio components, and issues with the body of the car. 2015 is a big no if you are thinking to buy, we recommend you to buy the later models.

Audi Q7 For Sale

Fiat 500

The way we rate when we like something in the same way people have shown the hatred towards Fiat 500 and called it the worst performer car. It has been observed people are not thinking even to buy new which means this used car should never be on your list to buy.

Fiat 500 For Sale

Tesla Model X

The way people are going crazy around electric cars has created hype in the market but you cannot avoid the flaws which the car has. The Tesla I6 has many flaws being fast had its pros and cons, no matter how fast they can go but without strong reliability, it is no of use.

Tesla Model X For Sale

BMW 5 Series

Another one in the list of BMW 5 series again poor reliability lower down the score and the older model has issues like fuel leaks and stalling issues. It has got a relatively low-reliability score in terms of its equipment. The earlier models 2008 and 2012 have faced many issues and we do not recommend you to buy.

BMW 5 Series For Sale

Ford Focus

Ford’s focus has remained the world’s best-selling car and has maximum reliability ratings in terms of engine. When it comes to buying used cars it has transmission issues that have caused a lot of pain to the people in terms of driving and as well as money too.

Ford Focus For Sale

Volkswagen GTI

GTI is a perfect choice for hatchback buyer’s and buying used is the best option but there few models from 2012 and 2013 no one should consider buying. It has numerous problems in terms of engine cooling, GTI brakes, and suspension.

Volkswagen GTI For Sale

Volkswagen Jetta

Volkswagen has faced many reliability issues which hs started from 2010 models and it continues till 2016 models which have issues with the infotainment system, interior, and power equipment. The updated features are not up to the mark it has problems in the climate system and other electric components.

Volkswagen Jetta For Sale

Jeep Patriot

Jeep Patriot has fewer performance scores and even lower reliability. It has an overall zero score due to its lesser acceleration, low-end cabin areas and poor fuel efficiency make it the worst purchase in the category. The 2014 model is a big no from our side, no matter how good deal you get.

Jeep Patriot For Sale

Cadillac Escalade

The both 2015 and 2016 model have a lesser amount of reliability and people has faced issues in terms of transmission, powertrain, interior, and exterior are also not up to the mark. The equipment of the car are failed to deliver the performance which is expected from the car, no matter how cheap it comes but it’s a no to buy in the used cars category.

Cadillac Escalade For Sale

Source: WHAT USED CARS NOT TO BUY? | USED CARS TO AVOID | WORST USED CARS

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Audi RS6 Avant Review: Why You NEED This Mercedes-Fighting 600-HP Wagon

The older I get, the more stock I put into the idea of the multiverse. It’s a theory that all things are possible, given a (possibly) infinite number of parallel universes. With enough reflection all of us find ourselves amazed that we’re alive, out of jail, and/or employed. Some things just should not be, and there’s probably an “alterverse” where our luck did, in fact, run out. A place where the obvious happened. Where you didn’t get lucky. Where the inevitable proved to be exactly that.

Case in point: Audi stopped selling its midsize wagon in the U.S. a decade ago. Even though the A6 Avant (Audi calls its wagons Avants) accounts for over 60 percent of all A6 sales worldwide, consumers in America and China seem to hate long-roofed cars. So, all the Avants (including the A4) got yanked.

Americans love SUVs, though, so the Q3, Q5, and Q7 were where it was at. If you wanted a wagon, call Mercedes. To Audi’s credit, the Ingolstadt-based brand limped back into the American wagon market with the A4 Allroad (I bought one), but it kept the good stuff away from us Yanks—specifically, the devilish RS4 as well as Beelzebub’s own family hauler, the mighty, drool-inducing RS6. When asked why, Audi simply stated that wagons are sales-proof in America. Then suddenly, seemingly out of nowhere, well, remember what I said about believing in the multiverse?

Meet the America-bound 2021 Audi RS6. Technically, it’s the RS6 Avant, but since there isn’t an RS6 sedan anymore, all you have to say is RS6. It’s fast, it’s fabulous, it’s packed with wonder, it’s gorgeous, and if you’re a fairly rich American you’ll be able to buy one around late summer of 2020.

Design

Let’s start with the gorgeous, and why exactly the RS6 looks oh so good. The only body panels shared with a run-of-the-mill A6 Avant are the front doors, roof, and tailgate. Everything else—front fascia, hood, front and rear fenders, and rear doors—require unique stamping. To those of you not familiar with the dreary realities of stamping body panels, it ain’t cheap!

Now, Audi Sport GmbH—Audi’s Neckarsulm-based performance division similar to BMW’s M division and Mercedes-AMG—was not born yesterday. Meaning that the front panels on the RS6 are shared with the upcoming RS7.

Why so many new panels? First and foremost, the RS6’s snout looks approximately 70 times more aggressive than the standard A6’s. Better, too. Most important, the big, signature Audi grille is now frameless, matching the look of the brand’s range-topping halo vehicle, the just refreshed R8.

Drilling in, there’s also a gap between the grille and the hood just like there is on the R8. I believe this is crucial to understating the visual mass of the grille. The chipmunk-cheek and de rigueur lower intakes are radically reshaped and look pretty darn cyber (sorry, Tesla). The headlights now contain lasers, and the tailpipes are bigger and meant to look like those on the R8.

The most important reason for the new bodywork is the RS6’s wider track. Each fender swells by 40mm, making the RS6 3.2 inches wider than a standard A6. How else to fit the bigger, fatter tires (285/30/22 P Zeroes at all four corners, though 21s are standard)? Audi pointed out that the first ever RS product was the RS2, which was co-developed by Porsche. Also, Audi builds the R8 and owns Lamborghini. The design intent was to get all that across, and to my eyes, Audi absolutely nailed it. If the RS6 isn’t the best-looking wagon of all time, it’s close.

Specs

Under the hot-look sheetmetal sits the only V-8 in the A6 range. This one happens to be 4.0 liters, twin-turbocharged, good for 591 horsepower and 590 lb-ft of torque, and sports a 48-volt mild hybrid system that handles duties like stop/start and allows the V-8 to shut down for 40 seconds while the car is coasting. The impressive motivator also features cylinder deactivation, allowing four of the cylinders to shut down when not needed.

The powerful engine is mated to ZF’s ubiquitous high-torque eight-speed automatic transmission, which routes power to all four wheels—because Quattro. The torque split is 40/60 front to rear. As much as 70 percent of the torque can hit the front wheels, and up to 85 percent can be sent to the rears. The rear axle has a sport differential that vectors torque left and right as needed; the front wheels have brake-based torque vectoring.

There’s launch control, too, and Audi claims 3.6 seconds to hit 62 mph, which my drive partner and I were able to achieve via the RS6’s built-in performance recorder (you can also measure the quarter mile and g forces). To be fair, we were pointed slightly downhill, though we did have two people in the car. Once Audi gets a car to the MotorTrend test team, I’d guess we’ll see 0–60 times in the (very) low 3-second range.

The RS6 sits 20mm lower than a normal A6 and can be had with two different suspensions. The standard is air springs at all four corners (which lowers the vehicle an additional 10mm at speed); the option is what Audi calls Dynamic Ride Control, which sports hydraulic, diagonally linked dampers. That means that the driver-side front damper is tied into the passenger-side rear damper, and vice versa.

One of my all-time favorite cars—the B7 Audi RS4—came with the same type of suspension. This hydraulic system helps reduce both pitch and roll. Audi smartly had both suspensions on hand for us to sample (I’ll get into which is better in a bit). All the RS6s present had the optional, huge carbon-ceramic brakes. They are the same rotors found on the Lamborghini Urus, 17.3 inches up front, 14.6 inches rear. Those front rotors are the largest in the world. You’re going to want to pay extra for the big carbon stoppers because aside from (probably) working better, they allow the RS6’s top speed to rise from 155 mph to 190 mph. Gotta have that. The RS6 also features the latest version of Audi’s Dynamic Steering.

Performance tweaks inside include the addition of an RS Mode button on the steering wheel. Push it once, and you enter the fully customizable RS1 mode. Push it again, and you switch to RS2 mode. Yes, BMW has had M1 and M2 modes for two generations. If you’re going to steal, steal from the best. RS2 is meant to be the harder-core mode, because you can actually alter the ESC with the push (and really, double push—go lawyers) of a button.

Both RS modes are configurable via the large, central touchscreen and include engine mode, steering, suspension, exhaust level, and ESC. There’s also an informative screen that shows you the temperature of individual systems (oil, coolant, transmission fluid, differential fluid, and the brakes) that will make track days less surprising. Yes, I recommend you take your RS6 to the track. Keep reading.

How the RS6 Avant Drives

Traditionally, big Audis that aren’t the R8 have suffered from one single issue: understeer. Most Audis are built on the MLB Evo platform. That’s everything from the A4 to the RS Q8. MLB stands for modular longitudinal toolkit, and although the engine sits north-south within the chassis like a rear-wheel driver, the cars are front-wheel-drive based. Meaning that most of the engine sits forward of the front axle, emphasizing the unfortunate characteristic of understeer.

What’s understeer? It’s when you turn the steering wheel, but the car wants to remain in the trajectory it was headed in. You get less “steer” than you wanted. Anyhow, this big, fast Audi does not understeer. I believe it’s all due to the sport differential, but even on tight, twisty roads like the great ones around Malibu, the RS6 doesn’t plow. At one point I actually tried to induce understeer by applying throttle at the start of a turn, and nope, the rear outside wheel just popped the RS6 right around. Yay!

Speaking of steering,  Audi’s Dynamic Steering has never particularly thrilled me. No matter the mode, the helm of big, sporty Audis with Dynamic Steering always felt vague. I find this issue particularly annoying because the exact same tech (though tuned differently) is found on Lamborghinis—except on the expensive Italians, it feels great. More good news with the RS6: Dynamic Steering now feels much better, in any mode.

The big question remains: Air suspension, or steel springs combined with the trick hydraulic, linked dampers? Usually in high-performance cars, air springs are not the right choice for limit handling—you just never have the control and quick bump dissipation you want. But the RS6 changes that answer. When pushed, the air suspension is about 95 percent as good as the Dynamic Ride Control. On extra tight, quick, curving roads, I thought the hydraulic system offered better body control, and although the ride was a tad flintier, I liked the way the diagonal dampers felt that same little bit better. The steering felt sharper, too.

However, one of the things I love so very much about wagons is their inherent versatility. I owned a first-year, 2002 Subaru WRX Wagon, and two of my most vivid memories are A) keeping up with a dude in a BMW E39 M5 who gave me the finger upon our parting, and B) hauling five kegs of beer, a two-tap jockey box, and my best friend’s wife to a party. What a Swiss Army knife!

Because of the variable ride height that comes with the RS6 Avant’s available air springs, loading is easier as the car can squat down—and very light off-roading is possible because the RS6 can be raised. I think the added versatility is worth giving up a nearly imperceptible difference in performance. Probably most important, when viewed from the side, the stance made possible from the load-in ride height and big 22-inch wheels can’t be beat.

What Could Be Improved (and the Possibility of a Hotter RS6 Model to Come)

The first thing I don’t like is no doubt a “me” problem, but … 591 horsepower just ain’t what it used to be. In the age of near-800 horsepower Hellcats, the RS6 feels quick, though perhaps merely adequate. Maybe I’m just impossibly spoiled.

I couldn’t get Audi to confirm it on the record, but there will be an RS6 Performance model a year or so after the wagon launches. In this day and age, there needs to be. An RS7 Performance, too. How do I know? Because there are S versions of AMG 63s and Competition models of M products. There’s no way to tell exactly how many more horsepower the Performance variant will gain, but last time the jump from “basic” to Performance was 560 hp to 605 hp, with torque rising from 516 lb-ft to 553 lb-ft. We know the Lamborghini Urus’ Porsche-fettled version of this engine just so happens to make 641 hp and 627 lb-ft of torque.

Moreover, I think Audi is going to need the Performance iteration, because the Mercedes-AMG E 63 S wagon feels quicker and more aggressive. Whether that Mercedes actually is quicker is a matter for a future comparison test.

Part of what might not be flat-out thrilling me about the RS6’s thrust is the fact that we were driving European-spec cars that have quieter exhausts. Due to both tighter noise and emissions regs, EU cars have a gasoline particulate filter and are therefore less loud. American versions should scream more. I approve.

What I don’t approve of is the giant panoramic glass roofs that all U.S. bound RS6s will come with. All seven of the cars Audi had at the launch had steel roofs, which is the way it ought to be. Sunroofs eat into headroom and add unnecessary weight to the worst possible place on a car: right up top, where it raises the center of gravity.

When I brought these points up to Audi, they told me that you can’t sell cars to Americans without sunroofs. I widened my eyes and exclaimed, “You’re the same people who recently told me you can’t sell wagons to Americans!” They didn’t have much of a reply.

The last bad thing is the price, which ain’t gonna be low. Nothing official yet, though Audi did say to expect the RS6 to be priced like an RS7, another car with a price Audi hasn’t announced. My guess? $115,000, and that’s before you add the totally necessary largest brakes on earth, as well as the Black Optics package and all that other good stuff. Figure $135,000 for the RS6 I want.

So?

Why is Audi suddenly bringing its superwagon to America? Long story short, premium wagon sales are up. As such, Audi is also bringing the A6 Allroad Avant, and economies of scale dictate that it’s easier to bring two than one. Final verdict: I love the thing (shocker!). High-performance wagons are my favorite sort of car, and based on the day I spent ripping around Malibu, I see no reason why the RS6 won’t take its rightful place in the pantheon of long-roofed greats, from the Audi’s own RS2 to Cadillac’s near-divine CTS-V Wagon.

Remember that, mechanically, the RS6 is nearly identical to the heavier, slower, uglier RS Q8. The RS6 is, however, exponentially cooler than any SUV. #BecauseWagon. Yes, the RS Q8 will have no trouble outselling the RS6, but buying one is following the herd. RS6 owners will be in a discerning, secret club. Trust me, you want in. Aren’t you glad you live in the part of the multiverse where this is happening?

The post Audi RS6 Avant Review: Why You NEED This Mercedes-Fighting 600-HP Wagon appeared first on MotorTrend.

https://www.motortrend.com/cars/audi/a6/2021/audi-rs6-avant-wagon-review/ visto antes em https://www.motortrend.com

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Bmw Q7

But will it be worth the estimated up-to-750. Its spacious interior luxury fittings and powerful engines have found it many admirers. Bmw X7 Bmw X7 Bmw Luxury Cars Range Rover Find and subscribe to Changing Lanes on all major podcasting platforms.Bmw q7. The BMW X5 is available in 2993 cc engine with 1 fuel type options. The BMW X5 is one of the Q7s closest competitors. The X5 has few faults though. Follow us on 10 th Aug 2019 800 am. Now 15 years later both BMW and Mercedes offer larger SUVs with standard third-row seats of their own. Premium 45 TFSI quattro AWD. Compare price expertuser reviews mpg engines safety cargo capacity and other specs. The BMW X5 is one of the Q7s direct rivals and a well-rounded SUV in its own right. Compare against other cars. As for the Q7 it was redesigned in 2017 but 2020 refreshed its interior and gave its exterior a new style. It was the first SUV offering from Audi and went on sale in 2006. The new Audi Q7. Later Audis second SUV the Q5 was unveiled as a 2009 model. BMW is known for making some of the best luxury cars on the market today. Find the best price mpg 0-60 ratings pictures specs and features. We give the X5 high marks for its smooth power delivery and smart driving aids. The BMW is slightly more expensive than the Audi and its optional third row offers less space than the Audis standard third row. Since its launch a raft of competitors have flooded the market. Read the full article

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New Porsche Cayenne 2017 review

Image 1 of 26 Image 1 of 26 26 Oct, 2017 11:00pm Adam Towler The all-new Porsche Cayenne has arrived, and we try it out in range-topping Turbo guise The Cayenne defined the large, sporty SUV market when it first appeared in 2003, and while the 911 remains the essence of the Porsche brand, it’s the big 4x4 that the maker simply has to get right from a cash-generating perspective. This new third-generation model is based on the same platform that underpins both the Bentley Bentayga and the current Audi Q7. Once again though, Porsche has spared no effort in adapting it to its own needs, and never more so than with the flagship Turbo model tested here. • Best 4x4s and SUVs on sale At launch there will be no Cayenne Diesel. Two other petrol models available, however: the standard Cayenne, which uses a 335bhp single turbo 3.0-litre V6, and the more powerful 434bhp Cayenne S, powered by a 2.9-litre bi-turbo V6. Image 2 of 26 Image 2 of 26 Although Porsche claims the new Cayenne is up to 65kg lighter than its predecessor, the new Turbo tips the scales at a not-insignificant 2,175kg. Downsizing seems a silly word to apply to the new car, then, but like the latest Panamera, this new version ditches the old 4.8-litre engine in favour of an all-new, smaller 4.0-litre V8.  With the benefit of twin turbochargers it produces 542bhp and a massive 770Nm of torque (up 30bhp and 20Nm respectively over the old car). With the benefit of a slick-shifting eight-speed automatic gearbox, an active four-wheel drive system with a multi-plate clutch, a variable rear spoiler, and Porsche’s optional Sport Chrono with launch control, the new car can sprint from rest to 62mph in as little as 3.9-seconds. The top speed is an impressive 177mph. This range-topper gains a unique 21-inch alloy wheel design packaged under colour-coded wheel arch extensions, LED head and tail-lights and four exhaust pipes. The new Cayenne is longer than the outgoing car, but lower, too. It’s a smoothly surfaced, chunky shape, if a predictable one. Image 3 of 26 Image 3 of 26 On the inside, the cockpit is dominated by the same 12.3-inch HD touchscreen that was first seen in the new Panamera, while straight ahead of the driver is a large, central rev counter – with further HD screens either side of that. The Cayenne retains its sporting bent inside with a lower driving position than you’ll find in a Range Rover, along with its high central tunnel. It all feels extremely well put together, with a perceived solidity that puts some rivals to shame.  • Best performance cars available The 18-way adjustable sports seats allow plenty of scope for a good driving position, too, and the rear seats recline, while also sliding fore and aft for improve leg or boot space. Speaking of which, the Cayenne now boasts an extra 100 litres of luggage volume, albeit slightly reduced to 741 litres in the Turbo model. For comparison, a BMW X5 offers a 650-litre loadbay - albeit one that is also available with seven seats. Under the skin, the new Cayenne has a formidable arsenal of technology to make it handle better than ever on-road, but also off-road, too. The variable three-chamber air suspension offers greater breadth of control, while there’s a multi-link suspension setup front and rear overseen by a new 4D chassis control software that monitors everything the car is doing, tailors all the systems accordingly. Image 7 of 26 Image 7 of 26 With torque vectoring, optional electrically-operated anti-roll bars (PDCC), and rear-wheel steering (also a cost extra), the Turbo offers five on-road drive modes, plus Gravel, Mud, Sand and Rock settings. There are six ride height levels, and while we didn’t get to try the car off the public highway, our experience with the Bentayga suggest there’s every reason to believe it should be highly capable.  On the road, the Cayenne Turbo sets new dynamic standards for an SUV, with smooth consistent steering that would be accurate enough for use in a proper sports saloon, let alone in a vehicle such as this one. But what’s really to its abilities are the options of PDCC and electric rear steering. The former not only has an iron grip over the Cayenne’s body movements during high speed cornering, but perhaps more importantly, slackens everything off when the Cayenne is driving normally on motorways or straight A-roads. This really improves the ride quality and removes the jiggling from side to side that is often so apparent in cars like this. The Turbo is an effortless high-speed cruiser: refined, comfortable, and always with immense power in reserve. The V8 has a subtle rumble when ambling on, but a strident hard-edged roar when extended. Whatever the gear or situation, it never feels as though it is struggling with the Cayenne’s mass. Moreover, the rear-wheel steering makes the Cayenne astonishingly maneuverable for its size and weight. Image 9 of 26 Image 9 of 26 With Porsche’s trick torque vectoring, the Turbo can even be coaxed into a slide - not the sort of behaviour many will want to access, and almost alarming the first time it happens, but incredibly effective at getting the nose pointed into a corner. Special mention must go to the brakes as well, which have spectacular stopping power and endurance - particularly if you spec the optional carbon ceramic setup.   Although there are plenty of ways to inflate the price of your Cayenne Turbo via the options list, standard equipment is actually very generous. All cars come with heated seats all round and an excellent surround sound stereo, though for a whisker shy of £100,000, you expect a few toys. However, with optimistic economy and emissions figures of 24.1mpg and 267g/km, the Turbo will be reassuringly expensive to run. 4 Porsche describes the new Cayenne as its ‘sports car for five’, and corny as it sounds, it’s alarmingly accurate. While the Cayenne has always offered enormous performance, the new car possesses a more attractive and modern interior, significantly improved refinement and even more agility on the road. It’s not a cheap car to buy or run, and won’t be to all tastes, but there’s no denying it’s all-round ability. Model: Porsche Cayenne Turbo Price: £99,291 Engine: 4.0-lite V8, turbocharged Power/torque: 542bhp/700Nm 0-62mph: 3.9 seconds Top speed: 177mph Economy/CO2: 24.1mpg/267g/km On sale: Now

http://www.autoexpress.co.uk/porsche/cayenne/101521/new-porsche-cayenne-2017-review

[privateplates4u]

New Porsche Cayenne 2017 review

Image 1 of 26 Image 1 of 26 26 Oct, 2017 11:00pm Adam Towler The all-new Porsche Cayenne has arrived, and we try it out in range-topping Turbo guise The Cayenne defined the large, sporty SUV market when it first appeared in 2003, and while the 911 remains the essence of the Porsche brand, it’s the big 4x4 that the maker simply has to get right from a cash-generating perspective. This new third-generation model is based on the same platform that underpins both the Bentley Bentayga and the current Audi Q7. Once again though, Porsche has spared no effort in adapting it to its own needs, and never more so than with the flagship Turbo model tested here. • Best 4x4s and SUVs on sale At launch there will be no Cayenne Diesel. Two other petrol models available, however: the standard Cayenne, which uses a 335bhp single turbo 3.0-litre V6, and the more powerful 434bhp Cayenne S, powered by a 2.9-litre bi-turbo V6. Image 2 of 26 Image 2 of 26 Although Porsche claims the new Cayenne is up to 65kg lighter than its predecessor, the new Turbo tips the scales at a not-insignificant 2,175kg. Downsizing seems a silly word to apply to the new car, then, but like the latest Panamera, this new version ditches the old 4.8-litre engine in favour of an all-new, smaller 4.0-litre V8.  With the benefit of twin turbochargers it produces 542bhp and a massive 770Nm of torque (up 30bhp and 20Nm respectively over the old car). With the benefit of a slick-shifting eight-speed automatic gearbox, an active four-wheel drive system with a multi-plate clutch, a variable rear spoiler, and Porsche’s optional Sport Chrono with launch control, the new car can sprint from rest to 62mph in as little as 3.9-seconds. The top speed is an impressive 177mph. This range-topper gains a unique 21-inch alloy wheel design packaged under colour-coded wheel arch extensions, LED head and tail-lights and four exhaust pipes. The new Cayenne is longer than the outgoing car, but lower, too. It’s a smoothly surfaced, chunky shape, if a predictable one. Image 3 of 26 Image 3 of 26 On the inside, the cockpit is dominated by the same 12.3-inch HD touchscreen that was first seen in the new Panamera, while straight ahead of the driver is a large, central rev counter – with further HD screens either side of that. The Cayenne retains its sporting bent inside with a lower driving position than you’ll find in a Range Rover, along with its high central tunnel. It all feels extremely well put together, with a perceived solidity that puts some rivals to shame.  • Best performance cars available The 18-way adjustable sports seats allow plenty of scope for a good driving position, too, and the rear seats recline, while also sliding fore and aft for improve leg or boot space. Speaking of which, the Cayenne now boasts an extra 100 litres of luggage volume, albeit slightly reduced to 741 litres in the Turbo model. For comparison, a BMW X5 offers a 650-litre loadbay - albeit one that is also available with seven seats. Under the skin, the new Cayenne has a formidable arsenal of technology to make it handle better than ever on-road, but also off-road, too. The variable three-chamber air suspension offers greater breadth of control, while there’s a multi-link suspension setup front and rear overseen by a new 4D chassis control software that monitors everything the car is doing, tailors all the systems accordingly. Image 7 of 26 Image 7 of 26 With torque vectoring, optional electrically-operated anti-roll bars (PDCC), and rear-wheel steering (also a cost extra), the Turbo offers five on-road drive modes, plus Gravel, Mud, Sand and Rock settings. There are six ride height levels, and while we didn’t get to try the car off the public highway, our experience with the Bentayga suggest there’s every reason to believe it should be highly capable.  On the road, the Cayenne Turbo sets new dynamic standards for an SUV, with smooth consistent steering that would be accurate enough for use in a proper sports saloon, let alone in a vehicle such as this one. But what’s really to its abilities are the options of PDCC and electric rear steering. The former not only has an iron grip over the Cayenne’s body movements during high speed cornering, but perhaps more importantly, slackens everything off when the Cayenne is driving normally on motorways or straight A-roads. This really improves the ride quality and removes the jiggling from side to side that is often so apparent in cars like this. The Turbo is an effortless high-speed cruiser: refined, comfortable, and always with immense power in reserve. The V8 has a subtle rumble when ambling on, but a strident hard-edged roar when extended. Whatever the gear or situation, it never feels as though it is struggling with the Cayenne’s mass. Moreover, the rear-wheel steering makes the Cayenne astonishingly maneuverable for its size and weight. Image 9 of 26 Image 9 of 26 With Porsche’s trick torque vectoring, the Turbo can even be coaxed into a slide - not the sort of behaviour many will want to access, and almost alarming the first time it happens, but incredibly effective at getting the nose pointed into a corner. Special mention must go to the brakes as well, which have spectacular stopping power and endurance - particularly if you spec the optional carbon ceramic setup.   Although there are plenty of ways to inflate the price of your Cayenne Turbo via the options list, standard equipment is actually very generous. All cars come with heated seats all round and an excellent surround sound stereo, though for a whisker shy of £100,000, you expect a few toys. However, with optimistic economy and emissions figures of 24.1mpg and 267g/km, the Turbo will be reassuringly expensive to run. 4 Porsche describes the new Cayenne as its ‘sports car for five’, and corny as it sounds, it’s alarmingly accurate. While the Cayenne has always offered enormous performance, the new car possesses a more attractive and modern interior, significantly improved refinement and even more agility on the road. It’s not a cheap car to buy or run, and won’t be to all tastes, but there’s no denying it’s all-round ability. Model: Porsche Cayenne Turbo Price: £99,291 Engine: 4.0-lite V8, turbocharged Power/torque: 542bhp/700Nm 0-62mph: 3.9 seconds Top speed: 177mph Economy/CO2: 24.1mpg/267g/km On sale: Now

http://www.autoexpress.co.uk/porsche/cayenne/101521/new-porsche-cayenne-2017-review