2020 BMW X3 MDerek McNaughton / Driving Monticello, NEW YORK — We all know BMW’s M division is where regular BMWs go to become true road warriors, real performance cars in almost every sense of the word. Initially created to facilitate BMW’s racing program, M (for motorsport) cars are what happens when gearheads and speed-addicted engineers get their way; M cars all receive more power, better handling, superior braking, performance suspensions and design bits than their base counterparts, all in an effort to delineate the model to a higher class — and to make it perform to its full potential on the street or race track. And before 2010, when the X5and X6 M came along, no BMW SUV with all-wheel-drive had ever received an M badge. Now, the special status is moving down the line to the X3 and X4, which for 2020 become the first of their kind to receive the M treatment. Two additional sub models, the X3 M Competition and X4 M Competition, also join the fold. Immediately identified by intakes big enough to swallow rabbits, the X3 and X4 M also give away their lineage by a unique black grille, breather gills in the front fenders and four quad ovals nested within an M-specific rear bumper. Wheel arches come painted instead of boring black plastic, mirrors are those cool aerodynamic ears from other M cars, and the rear hatch is crowned with a unique spoiler. There’s just enough to give these X3s and X4s away as different from the herd, but not enough to make them shout “look at me.” Thank goodness. But the real jewel of these Xs sits under their sharply creased hoods. An all-new “S58” straight-six engine — seeing its debut in theses four models — feels smoother and more refined than any BMW straight-six before. No, the exhaust note is not as rich and melodious as a V8, of course, but it is nonetheless distinctive, raspy, and can be quieted or made louder by a button on the centre console. Far more seductive is the broad torque band of the new all-aluminum heart, pulling strongly at 2,600 rpm until 5,600 before tapering at its redline of 7,200. The engine loves to rev and does so freely while channeling 442 lb.-ft. of torque to the pavement. Such a deep well of power makes passing other cars effortless, as it should be with 473 horsepower on tap and 503 on for Competition models, though both M and Competition models have the same torque). At the Monticello Motor Club north of New York City, the X4 M Competition proved it can happily adapt to the track. The engine, 11 kilograms lighter than the M4 Coupe, gets a forged crank and pistons, and the twin turbochargers are integrated into the exhaust manifolds. Two, single-scroll turbochargers with upgraded compressor wheels blast air into the cylinders, aided by a water-to-air intercooler and air intake system designed to reduce pressure losses, while an electronically controlled wastegate enhances turbo response. The entire 3.0-litre package just fits under the hood. But the engine is so incredibly smooth, it masks the tactile engine feedback that is normally a welcome partner at the track. Sure, these Ms will clip apexes as easily as a Henckel slices sirloin; but it must be remembered these are luxurious SUVs meant to coddle occupants, not track weapons. It’s easy to hit the rev limiter in manual mode if not watching the tach that can be thankfully configured to display in the heads-up display. And while turbo lag was totally absent during our street drive, some was noticeable while flogging the X4 M Competition at Monticello when trying to extract every last ounce of power. Yes, these X Ms can perform admirably at the track, and we had no trouble getting close to 240 km/h (limited to 280 km/h for the regular M and 285 km/h for the Competition models, with zero to 100 km/h reached in 4.2 seconds and 4.1 for the Competition), but the weight and height of these vehicles makes them less impressive than their M3 or M4 siblings. That’s not surprising, even if the goal was to create the M4 of the X class, they’re simply constrained by their architecture and proportions. Standing on the brake pedal if not in a straight line, for example, produces ample tail wag, even if the larger brakes deliver excellent feel and consistent stopping ability — as they should, given the drilled and vented front rotors are a massive 15.6 inches, and the rears 14.6, compressed by four-piston front calipers but only single-piston calipers in the rear. The SUVs’ track personality does not, however, diminish their appeal. Two drive modes, M1 or M2, calibrate the suspension and AWD characteristics. M1, activated by a red button on the steering wheel, sets up sport mode, sending more power to the rear wheels for some light drifts before the stability control will engage. Power flows to the front wheels only when the rear wheels lose traction. M2 mode will deactivate stability completely for full-on hooliganism, and the Active M rear Differential varies the rear lockup
Origin: First Drive: 2020 BMW X3 M, X4 M Competition
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First Drive: 2019 Porsche Macan S
2019 Porsche Macan SCosta Mouzouris / Driving DEER LAKE, Nfld. – It really didn’t take long for the Macan to become Porsche’s best-selling vehicle in Canada. In 2017, just three years after its introduction, the Macan outsold the next most popular Porsche, the Cayenne, by more than 80 per cent. In 2018, the Macan was once again Porsche’s best-selling model, finding homes in the driveways of 3,960 Canadians — and outselling the Cayenne once again. In fact, the Macan represents almost half of all new Porsche models sold in Canada. Now this is Porsche, so we’re not talking Honda or Toyota numbers, but any manufacturer that almost doubles its sales figures following the introduction of a single vehicle has certainly done something right. That’s a pretty good reason why for 2019, Porsche made only minor changes to the Macan and its sportier sibling, the Macan S. We’re in Deer Lake, Newfoundland to sample the latter. The Macan S has design elements that give it a family resemblance to Porsche’s mid- and rear-engine sports cars, like its elongated headlights and its bulbous hood. But it is nonetheless an SUV. Slip into the driver’s seat and take it for a drive, though, and there’s no mistaking it for anything but a Porsche. While the base Macan retains the 248-horsepower, 2.0-litre turbocharged four, there’s a new engine powering the Macan S. It’s the same 3.0L V6 that powers the latest Panamera and Cayenne, and it features a “hot V” layout with a single, twin-scroll turbocharger set within the V’ of the engine. This new layout shortens exhaust manifold length, which helps reduce turbo lag to almost nil. Claimed output is 348 horsepower — up 13 compared to the previous twin-turbo V6 — and 354 lb.-ft. of torque, and the Macan S can sprint from zero to 100 km/h in 5.1 seconds. The new engine mates to the same seven-speed dual-clutch gearbox as before, and it drives all four wheels. The Macan S now features full LED exterior lighting as standard, including the headlights, while brighter LED cornering headlights with automatic high-beams are optional. Fog lights are now part of the LED headlights, a change that combines with a new grille to give the appearance of a wider front end. In the rear, an LED light panel stretches across the hatch, bridging the taillights together. Subtle changes continue inside, where a larger 10.9-inch touchscreen replaces the outgoing Macan’s 7.2-inch screen. Heating vents are now splayed horizontally to make room for the new, wider screen. Controlling the Porsche Communication Management (PCM) user interface is done through the touchscreen, or by vocal commands via Porsche’s Voice Pilot. You can also access certain functions via your smart phone using the Porsche Connect and Porsche Car Connect apps. Apple CarPlay is still the only connectivity option in the Macan, so Android users will have to wait for that to change. Online navigation is standard, and an embedded navigation system is optional. The GT steering wheel that greets drivers of the 911 is now optional, and it comes with the Sport Response button when the optional Sport Chrono package is selected — this gives you 20 seconds of enhanced engine response when pushed. The interior, which seats four comfortably, is roomy and surprisingly so for rear passengers. There’s ample headroom in the rear despite the sloping roof, and even with the front seats adjusted for six-footers, there’s enough legroom for even more six footers back there. Changes in the undercarriage include a switch to aluminum front suspension arms, which reduces unsprung weight and improves suspension response, while revised anti-roll bars are said to provide more neutral handling. Brake feel has been improved through the use of a lighter composite brake pedal with revised geometry. Like before, air suspension and torque vectoring are available as options. On the road, the Macan S immediately asserts itself as a sporty SUV. Acceleration is brisk, and the engine pulls with authority throughout its rev range. The following probably comes as no surprise to most Porsche drivers, but the PDK gearbox is a marvel. It exhibits subdued smoothness when shifting in Normal mode, and wakes up with more forceful gear changes in Sport mode. The optional air suspension of my test vehicle is firm in Sport mode and returns excellent road feel, while exhibiting very little body roll through turns. It softens to a comfortable level in Normal mode, while remaining firm enough to allow a quick pace without getting sloppy. The steering wheel is well-weighed and precise, and the Macan S steers sharply enough that you’d think you were driving a sporty coupe. Just 20 years ago, using the words SUV’ and Porsche’ in the same sentence was unthinkable. Now, an SUV is Porsche’s biggest seller. The base Macan is the most affordable new Porsche you can buy, starting at $55,500. But if you want to get closer to the renowned Porsche pedigree with sharp handling, a rich
Origin: First Drive: 2019 Porsche Macan S
Audi recalls first electric vehicle in U.S. on battery fire risk
The 2019 Audi e-Tron, the luxury automakers first fully electric series-production model, will be in Canadian showrooms in the spring and pricing starts in the $90,000 neighbourhood.Audi Canada Volkswagens luxury brand Audi is recalling its first all-electric vehicle due to the risk of a battery fire. The company issued a voluntary recall of approximately 540 E-Tron SUV models sold in the U.S. because of a risk that moisture can seep into the battery cell through a wiring harness glitch, spokesman Mark Dahncke said. The company isn’t aware of any fires or injuries because of the flaw, which affects a total of 1,644 models, he said. The E-Tron, which went on sale in the U.S. in April, is Audi’s first fully-electric car and one in a wave of contenders from traditional automakers looking to challenge Tesla’s dominance of the segment. While electric vehicles are no more prone to accidents or fires than gasoline-powered cars – and might be less so, according the National Highway Traffic Safety Administration – the lithium-ion battery technology that powers them is still evolving, and there is no consensus on safe system design. Audi said there have been five instances globally where a battery fault light turned on because of the moisture issue. It began contacting E-Tron owners in the U.S. last week, prior to a warning from federal safety regulators, and should have a repair available by August. “We are applying an abundance of caution as no such incidents have been reported globally,” the company said in a statement. Audi said it’s offering E-Tron owners loaner vehicles and an $800 cash card to cover gas or incidentals during the recall period, as well as free roadside assistance. There are still E-Trons unaffected by the recall available for sale, it
Origin: Audi recalls first electric vehicle in U.S. on battery fire risk
GM’s first public autonomous cars will probably have manual controls
In this Jan. 16, 2019, file photo, Cruise AV, General Motors autonomous electric Bolt EV is displayed in Detroit.Paul Sancya / AP If GM has its way, it will be setting loose onto the roads of North America up to 2,500 driverless taxis a year. The vehicles would be requested by users with smartphones, and then commanded with touch screens inside once it arrives. What they wouldn’t be able to do, however, is be driven by a human in the traditional manner. But despite requests to put out its first fleet of publicly available self-drivers sans manual controls this year, a GM executive in charge of the autonomous division says the upcoming fourth-gen Cruise AV will “most likely” feature manual controls, meaning a human could grab the literal wheel, step on the pedals and pilot the vehicle using traditional methods if need be. The comments first highlighted by Automotive News suggest that, due to the U.S. government’s hesitation to hand out exemptions for vehicles that don’t meet the Federal Motor Vehicle Safety Standards’ idea of a safe vehicle, GM’s upcoming initial wave of public-serving, self-driving cars will include such manual controls. Until we have exemptions, which we filed a petition for, and/or law changes, we probably wouldn’t go forward with Gen 4, Doug Parks, GM vice president of autonomous and electric vehicle programs, said during a recent conference in California. But we think it’s really something we’ve got to talk about, we’ve got to work on. The third-generation Cruise AV, which is currently being tested in San Francisco, includes manual controls as well as “safety driver” there to take over for the autonomous system should an issue arise. Would you feel comfortable in a self-driving car with no steering wheel or pedals? Or would you prefer to know that an actual foot on an actual brake could still bring the vehicle to a halt?
Origin: GM’s first public autonomous cars will probably have manual controls
New Honda e to make first UK appearance at Goodwood
Honda has confirmed that its new electric city car, the Honda e, will make its first UK appearance at this year’s Goodwood Festival of Speed. The new machine, which is now available to order before deliveries commence in 2020, will take to the event’s hillclimb course, with another on display on the Honda stand. Honda says the e that will appear at Goodwood will be “95% true” to the production version. The latest version of the NSX hybrid supercar will also appear on the Japanese firm’s Goodwood stand. The e is the production version of the Urban EV concept, which was revealed at the 2017 Frankfurt motor show, and Honda has confirmed that many of that car’s features will reach the final model as standard. These will include the camera wing mirror system, which Honda claims reduces aerodynamic drag by around 90%. That is said to improve the efficicency of the entire vehicle by 3.8%, playing a significant role in maximising range. The camera system will feature two modes: a normal mode and a wide mode with an extended field of view, and Honda claims they reduce blindspots by at least 10% compared to mirrors. A special water-repellent coating will be used to stop water obscuring the driver’s vision. Honda recently began taking orders for the e, ahead of first deliveries beginning in spring 2020. Mirroring the process of rivals such as Tesla and Peugeot with the e-208, potential customers are invited to cough up a reservation fee of £800 to get “priority status” on the order books. Those customers will be invited to place a full order later this year. The e’s pricing is still yet to be announced, but as with most reservations, the fee is refundable if buyers change their mind. A near-production version of the e was shown at this year’s Geneva motor show, dubbed the e Prototype. Honda has confirmed the ‘e’ name will stay for the production version and revealed a selection of available paint options for customers at launch. The firm believes the car’s retro design will give it an Apple-style appeal to customers. It maintains the styling of the Urban EV, albeit with the addition of an extra set of doors. While Honda has yet to reveal full technical details of the car, its designers told Autocar at the Geneva show that it would offer “more than” 98bhp and 221lb ft of torque. Honda has said there are more than 6500 people in the UK who have expressed interest in the e so far. Pricing has yet to be set, but Autocar understands a ballpark figure is £35,000. Project manager Kohei Hitomi said the machine had been the subject of an internal “battle” over whether to put it into production, with the positive reaction to the concept being a key factor in it gaining approval. The car is slightly shorter than the Jazz and around 100mm taller than the Mini hatchback. Honda has said it will likely have an official range of around 125 miles, with fast-charging capacity to reach 80% in 30 minutes. The e is built on a new platform designed for A and B-segment electric cars, with underfloor batteries produced by Panasonic that are similar to those used in the US-market Accord plug-in hybrid. The rear-mounted electric motor drives the rear wheels, which employ torque vectoring to give a smoother response and improved handling in tight corners. Although the range is substantially lower than that offered by rival EVs such as the 282-mile Kia e-Niro and 193-mile BMW i3, Hitomi said it was necessary to keep the batteries small to fulfil its city car role. “We believe the range is sufficient for this segment of car,” said Hitomi. “Some potential customers might not be satisfied, but when you think about bigger range and a bigger battery, it has drawbacks in terms of packaging. It’s a balance.” As well as featuring cameras instead of rear-view mirrors, there are also flush door handles to further boost aerodynamic efficiency, while the charging port is mounted centrally in the bonnet. The cockpit of the e prototype is dominated by two 12in touchscreens, built into a dashboard finished with a wood-effect trim. The seats – including a two-seat bench in the rear – are covered in polyester, which, as with the wood effect, is designed to make the interior feel like a living room. The e will be built in Japan and go on sale in selected European markets in late 2019, with others following in 2020. It will also be sold in Japan. Hitomi said it is “important” the car is affordable but he added: “A low price is not always a guarantee of success. When you look at Apple products, they are not cheap, but everyone wants to have them because of their added value. We believe it is the same for the electric
Origin: New Honda e to make first UK appearance at Goodwood
Lotus’ first all-electric hypercar will debut July
Colin Chapman is widely credited with coining the creed “simplify and add lightness.” Whether that attribution is accurate or not is up for debate, but what cannot be disputed is that the company’s current owners are determined to drag the British marque into the 21st century. They’re thinking—simplify and add electrons, and why not? It’s been a minute since Lotus introduced a new car; over ten years, in fact. Earlier this year, the brand confirmed at the Shanghai Auto Show it’d be unveiling an all-electric hypercar, dubbed the Type 130. We now know it is set to appear at an event in London in mid-July, on the 16. Thanks to a new teaser video, we also have a clue as to a few of its details. https://youtu.be/XJ-zYTBoue0 Kicking off with a panning shot of a badge reading “Hand built in Britain by Lotus” should have petrolheads across the U.K. beaming with national pride. That same badge is then shown residing underneath a retractable cover, whose panel also houses a charging port. That port, by the way, seems shaped to accept electricity from fast-chargers, meaning even if the Type 130’s battery pack is small, it won’t take long to refill. Beyond that, the car is a bit of mystery. One can assume the red trim bookending the charging port opening’s edges are tail lamps, while the illuminated L O T U S’ billboard is a slick interpretation of the traditional badge found on cars like the Elise and Evora. Betting on all-wheel drive is a smart move, since most performance vehicles powered by electrons send juice to the four corners thanks to two or more electric motors. Interested? The car should begin finding its way into customer hands sometime next
Origin: Lotus’ first all-electric hypercar will debut July
First Drive: 2020 Kia Soul
Remember the days when SUVs and crossovers didn’t dominate our roads? It wasn’t that long ago when automakers still sold more regular cars than utility vehicles — and what a time it was, when not every other vehicle on the road was a jacked-up blob-on-wheels wearing body cladding. Instead, we had boxes on wheels. Forget the G-Wagen for a second — just a decade ago, boxes on wheels were in fashion. Nissan had the Cube, Toyota the Scion xB, and the Honda Element still had about two years before peacing-out. The timing couldn’t have been any better for Kia, having just released the Soul, a funky little thing that was a little difficult to define. Is it a hatchback? A crossover? Both? Who knows! Fast forward to 2019, and most boxes-on-wheels are a fading memory — but certainly not the Kia Soul. This year, it enters its third-generation as a 2020 model, an impressive enough feat considering the Honda Element, Nissan Cube and Scion xB are distant memories. It’s easy to see the Soul’s charm: Incredible interior space, respectable driving dynamics, funky styling inside and out, and a bold colour palette — yes, the Soul comes in actual colours. Kia has carved itself a nice little niche with one of the last boxes-on-wheels. In Canada, the Soul comes in one flavour, and one flavour only — a 2.0-litre normally aspirated four-cylinder sends 147 horsepower and 132 lb.-ft. of torque to the front wheels via a continuously — ahem, Intelligent Variable Transmission, as Kia calls it. Spoiler alert: It’s actually a CVT, and one of the better ones, at that. It operates smoothly and invisibly, delivering virtually none of that drone associated with some CVTs. The engine, on the other hand, is a bit of a mixed bag. It’s largely a carryover from the previous-generation, but now running on the Atkinson cycle, it delivers better fuel economy — 8.6 L/100 kilometres in the city and 7.1 on the highway, to be exact. It’s a perfectly fine commuter car, but those seeking more kick are out of luck — stepping up to the 1.6L turbo-four is no longer an option for Canadians, although it lives on in the U.S. It’s your fault: Kia cites a five-per-cent take rate as its main reason in axing the turbo in Canada, but make enough noise and Kia might consider bringing it back. The rest of the Soul’s package is impressive, though. The platform is also carried over from last year, but it’s improved with a bit of extra high-strength steel here and there. Driving manners are absolutely on point — the Soul soaks up bumps and rough pavement incredibly well for such a short wheelbase, and road and wind noise are virtually non-existent on the highway. Hell, it can even take a tight highway on-ramp reasonably well. In the city, getting around in the Soul is a piece of cake — you sit reasonably high, and with the boxy shape translating to more glass, visibility is excellent. Coupled with the light but communicative steering, the Soul is easy to live with all-around. Unfortunately, all-wheel-drive still isn’t an option, despite the Soul’s crossover-ish personality and appearance. Where the 2020 Soul truly excels, though, is inside. It’s a bit longer than the outgoing model, but that doesn’t necessarily translate to more passenger space — there’s a bit more headroom up front, and rear-seat legroom is actually down a touch. But the cargo area sees the most significant growth, as well as a nifty party trick: You can lower the floor. Keep the seats up and set the floor to its top position, and you have 530 litres of cargo space. Lower the floor, and that grows to 663 litres. Fold down the rear seats, and you’re working with a whopping 1,758 litres. It can’t quite touch the Honda HR-V, but that nonetheless blows most subcompact crossovers — say, the Ford EcoSport, Hyundai Kona, and Mazda CX-3, and even in-betweeners like the Subaru Crosstrek — out of the water, let alone hatchbacks like the Honda Civic and Mazda3. See? It’s hip to be square. Of course, the space and flexibility aren’t the only impressive aspects of the Soul’s cabin. In typical Kia fashion, the layout is foolproof — all the controls are exactly where they should be, and mercifully, they’re tactile buttons and knobs. The infotainment system, operated by either a seven- or 10.25-inch touchscreen depending on the trim, is marvellously intuitive and includes Apple CarPlay and Android Auto. The gauges are well-marked, and although the interior itself is certainly less shouty than the exterior, you don’t have to look hard to find some of the Soul’s trademark quirkiness — optional, configurable mood lighting is a big plus; it can be set to illuminate steadily or pulsate in sync with the music. Nifty! Fit and finish is mostly on point. There’s a fair bit of soft-touch surfaces and the seats are comfortable, but there are a few cheap-ish areas and the all-black colour scheme is dreary. Some colour-matched trim bits, much like the Hyundai Kona, would go a long way. The Soul also gains a new
Origin: First Drive: 2020 Kia Soul
First look: 2020 Lexus RX 350 and RX 450h
SANTA MONICA, CA — Lexus has always been a little ahead of the curve. Its first RX SUV, introduced way back when Jean Chrétien was still Prime Minister, seemed outrageous at the time. Lexus was crazy for building such an odd-shaped loon, I thought back then. But I also remember thinking, about the same time, those predictions that everyone would someday be walking around with a phone in their pocket sounded like lunacy. And yet here we are. Lexus was also ahead of the game when they decided to make quality and dealership experience hallmarks of the brand. No, Lexus models weren’t always as sassy as BMWs or Audis, but they sure as hell didn’t cost as much in maintenance either, consistently taking home “most dependable” and “most reliable” awards. In recent years, after adopting a design philosophy that was more angles and lines than a map of the constellations, Lexus cars and SUVs looked almost too futuristic, as if the brand was trying too hard. Only recently has that same design philosophy looked fitting for our time. But because the current, fourth-generation RX 350 and 450h has been in production since 2015, and because competition in this category is fierce, Lexus is freshening its most popular vehicle (also in three-row, RX L trim) for the 2020 model year. A cursory glance does not reveal that the front and rear fascias are new, or that it wears new 18-inch or 20-inch wheels. Triple-beam LED headlamps have been slimmed, and come standard starting on the Luxury grade. The fog lights have been moved lower and streamlined. Inside, an eight-inch touchscreen or optional 12.3-inch unit crowns the centre stack, paired with a remote touch pad located where your right hand naturally rests. And the multimedia system now includes Apple CarPlay and Android Auto — finally — with six USB ports for devices. Those slimmer headlamps certainly accentuate the angry, angled look of the RX without being weirdly eccentric, and they work well with the brand’s hourglass grille to smartly freshen the RX’s front face. Rear tail lamps use an “L” motif across the top of the lamp, reflected by inverted Ls across the bottom. A power rear tailgate that can be activated by a kick sensor, is now available on the Executive package. All in all, it’s a big improvement on what was already an attractive vehicle. The ride, which was never objectionable, should see improvements too. Front and rear stabilizer bars are now hollow to reduce weight, yet thicker diameters and reinforced bushings will, Lexus says, help reduce body roll and improve steering response. Shock absorbers have been retuned to work with the stiffer roll bars, while upgraded dampers feature a new “friction control” device that helps to control high frequency vibrations for a smoother ride. To prevent understeer that occurs when turning into a corner too quickly, “active corner braking” brakes the inside rear tire to help keep the RX from sailing into the roadside shrubbery. Fifty more spot welds and adhesives are said to improve rigidity. Engines and transmissions remain the same — an eight-speed automatic hooked to a 3.5-litre V6 (295 hp; 268 lb.-ft) in the 350, and a 3.5-litre V6 with electric motor in the hybrid for 308 net horsepower and 247 lb.-ft. Safety, of course, has also made gains, much of it standard. A little like GM’s OnStar, “Enform Safety Connect” gives access to a live human 24/7 who can help in a crash or emergency. The pre-collision system has been improved so that it can now be aware of cyclists in the daytime — instead of just cars and pedestrians — in front of the vehicle. By increasing the camera’s sensitivity and dynamic range, pedestrians in low light conditions can be better seen as well. The system even has the ability to detect lane markings on the road to help with lane positioning; and if the markings are poor or non-existent, the RX will follow the vehicle in front of it when working with the RX’s radar cruise control. These all come standard. A new exterior colour, Moonbeam Beige Metallic, joins a new interior trim colour, Birch. A new RX F Sport package borrows a variable suspension system from the Lexus LC that’s more responsive than previous systems. F Sport packages also include a cold air intake, aluminum pedals, sportier steering with heated steering wheel, and an attractive red leather interior with bolstered sport seats. The 2020 RX and RX L will start production at Toyota’s Cambridge South plant in the third quarter of 2019. Pricing will be announced closer to the on-sale date, but shouldn’t be too far off the current $55,000 starting
Origin: First look: 2020 Lexus RX 350 and RX 450h
Ferrari’s new 986-hp SF90 Stradale is its first series-production hybrid
Any day that brings us a new Ferrari is good day. When that Ferrari is endowed with 986 horsepower, it’s a very good day, indeed. Called the SF90 Stradale, the mid-engined supercar the Italian marque revealed at the end of May isn’t technically a replacement for the LaFerrari, but it does slot in above the 812 Superfast. The sky-high horsepower numbers come compliments of a 4.0-litre twin-turbo V8, which makes 769 horsepower all on its own; and a supporting cast of three electric motors. You know what that last detail means: yep, this thing is all-wheel drive. “Hang on a minute,” you shout, hurling spaghetti and extra-virgin olive oil across the room. “Ferrari doesn’t make a 4.0-litre V8 with two snails!” Well, they do now, after heavily revising and enlarging the mill found in the 488 Pista. All of its 986 horsepower comes online at a screaming 7,500 rpm, just 500 revs south of the redline. Torque? That checks in at 590 lb.-ft. at 6,000 rpm. Shuttling all this power to the ground is an eight-speed dual-clutch transmission, a box in which the reverse gear is absent. In a fit of technological wizardry, that duty is handled solely by the electrically driven front wheels. This helps to explain why the new ‘box is smaller and lighter, despite having an extra forward cog. Acceleration compares well to the sheep’s-head-ugly LaFerrari, with the company saying this new SF90 will hit 100 km/h from rest in an eyeball-flattening 2.5 seconds before hurtling itself towards a top speed of 341 km/h. The manettino knob gains an ‘e’ prefix, denoting the car’s ability to run in silent EV mode. Hit up the Qualifying Mode for maximum acceleration. That’s a sixteen-inch curved screen staring back at the driver, by the way, housing all gauges and critical information. Touch-sensitive interfaces crop up throughout the rest of the interior, dragging the Prancing Horse into the modern age. A nifty Assetto Fiorano option will be available, cutting weight and adding visual drama. It’ll also bring high-spec Multimatic shock absorbers, rafts of carbon fiber and a titanium exhaust. All that sheds about 65 pounds from the car. Think along the lines of Porsche’s Weissach package on the 911, and you’re on the right track. It’ll go into production later this year. Pricing? Well, if you have to
Origin: Ferrari’s new 986-hp SF90 Stradale is its first series-production hybrid
New Flying Spur will be first Bentley with all-wheel steering
The third-generation Bentley Flying Spur will be the first model from the marque to receive all-wheel steering, as the car maker seeks to make its four-door luxury saloon the most dynamic yet. Alongside this, it will also feature active all-wheel drive and Bentley’s Dynamic ride system, as found on sibling model, the Continental GT. Bentley said the trio of systems promises “unparalleled agility in the segment,” which includes the Rolls Royce Ghost and Mercedes-Maybach S 600. It added that the introduction of all-wheel steering will “enhance both stability at highway speeds and manoeuvrability around town”. The last two generations of Flying Spur used all-wheel drive, but the new model’s active system means drive is sent to the rear wheels in normal road conditions for a sportier feel. This latest image and video (below) shows the model undergoing final testing at Nardo test track. Bentley has also shown an image (above) of the door card which features three-dimensional, textured leather upholstery, a claimed world-first. The final clue Bentley has shown ahead of the Flying Spur’s full reveal is a video (below) of the car’s bonnet and Flying B emblem, which appears to have illuminated wings. The Crewe-based firm hopes that the upcoming Flying Spur, which will be unveiled on June 11, will appeal to a new generation of Bentley buyers. It will also aims to better distinguish the model from its two-door sibling, the Continental GT by having a more distinctive design with more defined surfaces. It is, however, based on the same MSB platform as its sibling, and uses familiar Bentley engines, including the 6.0-litre W12 and V8. It’s also expected to be the next Bentley to receive a V6-powered plug-in hybrid. An electrified version will be crucial to bolster Bentley sales in China, among other markets. Bentley said: “Both sports sedan and luxury limousine, Bentley’s all-new Flying Spur owes only its historic name to the preceding model and will deliver an unparalleled touring experience for the driver and passengers alike.” It added that the model is “ground up development that pushes the boundaries of both technology and craftsmanship to deliver segment-defining levels of performance and refinement”. Following the launch of the Flying Spur, the firm will turn its focus to what Autocar understands will be a next step in its design, promising a more radical change to something more fresh and modern. It is Bentley’s centenary year, and a host of celebrations in July will include a concept reveal showcasing “the future of grand touring”. Bentley, under the tenure of boss Adrian Hallmark, who joined last year from Jaguar Land Rover, is finalising its broader model strategy for the next few years, which is expected to focus on grand touring models and SUVs rather than sports
Origin: New Flying Spur will be first Bentley with all-wheel steering
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