2019 Infiniti Q60 I-Line Red SportJil McIntosh Ive always had a soft spot for coupes. Theyre not all that practical, but theres something about that styling that does it for me. And if they can back up those looks with performance, thats even better.Infiniti makes a looker out of its Q60 coupe, and it packs decent power into my top-end I-Line Red Sport tester. But there are some lacklustre spots, and while they dont entirely ruin the car, fixing them could turn this cars fortunes around.Overhauled into a next-generation model a couple of years ago, the Q60 enters 2019 with just a few tweaks. The base four-cylinder engine offered last year is gone, and the three trim levels the Luxe, Sport, and I-Line Red Sport all use a 3.0-litre twin-turbo V6, along with a seven-speed automatic and all-wheel drive.In the Luxe and Sport models, the V6 makes 300 horsepower and 295 lb.-ft. of torque, but in the Red Sport, its beefed up to 400 horses and 350 lb.-ft. The Red Sport also adds an electronically-controlled dynamic suspension, 20-inch wheels instead of 19s on the base cars, and performance exhaust, along with a blacked-out grille and a carbon fibre deck lid spoiler.Pricing starts at $53,795 for the Luxe and $55,795 for the Sport, while the Red Sport begins at $65,295. Funny, that: The Red Sport comes in seven colours, most of which add $750 to the bottom line. But if you actually want it in red, its an extra $1,000.My tester also added a ProActive package of such items as lane departure mitigation, adaptive cruise control, adaptive headlamps, blind-spot intervention, and automatic high-beam headlights many of which I wouldve expected to be standard, not added in for the $3,200 cost of the package. The package also adds Direct Adaptive Steering, a quicker-ratio version that lets you select settings for Sport and Sport-Plus, Standard, Snow, and Eco. Whats never in question here is the Q60s powerplant. The engine knows exactly what its supposed to do, and it propels this coupe with authority. Its quick, acceleration is linear with virtually no turbo lag, and it keeps pulling strong and hard from first press of throttle, through to ber-effective passing power at highway speeds. The transmission is a proper mate to it, with swift-smooth upshifts and satisfyingly-blippy rev-matching on downshifts and I like that its a standard PRND shifter, not one of those ghastly electronic push-pull things. Clad in bright red calipers, the brakes have good bite and are easy to modulate.Alas, the weak link in all of this is that optional steering system. Its a steer-by-wire system, all electronic without a physical connection between steering wheel and steered wheels (a mechanical clutch bolts it all together if something malfunctions). Infinitis made considerable improvement over the first iteration of the system several years ago, but its not there yet. Even with the optional adaptive version set into the sport modes and despite direct as part of its name it lacks the crisp, direct response and feedback thats part of being a sports coupe. Exceptional performance cars feel like theyre following your eyes and anticipating where youre going to toss them next. By comparison, the Q60 looks at your steering input and says, Yeah, whatever, Ill get on it. The suspension also feels tuned more for comfort than sporty performance, too.Its a shame, because everything else points to this being a canyon-carver: The muscular good looks, the supportive seats roomy up front, headroom-deficient in the rear and the Red Sports sparkly-silver carbon fibre interior trim, which sounds over-the-top but actually looks great in person. Nobody can top Infiniti for incorporating shimmery stuff into its interiors and making it look good. The Q60 uses a dual-screen centre display that falls on both sides of the fence. To the good, I like that the navigation screen stays on up top and other functions are handled through the bottom screen, so if youre following the map, it doesnt disappear when you adjust something below. And there are hard buttons for the climate control, as well as to quickly access the screens home or audio pages.But within those pages, things tend to get too fiddly. A dial-and-button setup on the centre console for some map and camera functions seems a detached from the rest of the system. The screens and their icons look dated, at a time when buyers at this level want to show off the latest-and-greatest to their passengers. And Apple CarPlay and Android Auto, rapidly becoming the gold standard for the features lists even on economy grocery-getters, are noticeably absent.Thats the Q60s biggest problem: There are many competitors in the $60,000 segment and drivers are comparing the Infiniti to some pretty heavy hitters in the sport-coupe market, and they generally want the latest and greatest. The Q60 is gorgeous and that 400-horsepower engine is a winner, but it should handle better and you have to pop
Origin: Car Review: 2019 Infiniti Q60 I-Line Red Sport
Sport
Car Review: 2019 Porsche Panamera GTS Sport Turismo
2019 Porsche Panamera GTS Sport TurismoJil McIntosh OVERVIEW Porsche adds another model for four-door fun PROSGood looks, excellent driver, comfortable interior CONSNo sporty steering feel, too-fiddly controls, everything’s an option VALUE FOR MONEYIf you’ve got it, it’s a great place to spend it WHAT TO CHANGE?Bring back the function buttons HOW TO SPEC IT?Get the chassis control; beyond that, the sky’s the limit In late June, I went to the racetrack to watch the Queens Plate, and arrived in a 2019 Porsche Panamera GTS Sport Turismo. Clad in fancy clothes and a wide-brimmed, fancy hat because I am nothing but traditional for the big horse races I chose valet, rather than trudge across an acre of dirt-and-gravel parking lot.Most of the crowd left all at once, and it was a madhouse to get ones car back. When my bright Mamba Green car slowly made its way in, several young men crowded around it. When I announced ownership because after all that, I sure as hell wasnt going to admit it was merely borrowed I got three requests for a ride, and one marriage proposal. And why not? This things a head-turner indeed, even if the eye-searing exterior shade didnt always reach a consensus with onlookers. Its four-door configuration was also contentious with some, who felt that any Porsche beyond a Cayenne or Macan should not have more than two points of entry, but I disagree. The Panamera is a great way to get you and three of your friends to your destination, but it also has the chops to satisfy as a sports machine when its just you and the curves in the road.The GTS is the latest addition to the Panamera lineup, which morphed into its second generation for 2017. Its available as the Panamera as weve come to know it, or the more wagon-like Panamera Sport Turismo, as I drove it. At a starting price of $153,300, my tester slots between the 4S Sport Turismo ($125,600) and Turbo Sport Turismo ($177,300). But this being Porsche, where it seems everything except the windshield is an option, my car was outfitted to $182,840 before freight and taxes. That included such items as $5,710 for dynamic chassis control, $2,300 for eight-way power rear seats, $6,120 for an Assistance Package that added such features as blind-spot monitoring and adaptive cruise control, $1,970 for a customizable head-up display a first-time option for Panamera and $400 to paint the door handles black.All that is icing on a car that masterfully blends sports performance with the smooth, coddling personality of a luxury machine. Power comes from a 4.0-litre twin-turbo V8 that spins out 453 horsepower and 457 lb.-ft. of torque. Its mated to an eight-speed PDK Porsche Doppelkupplungsgetriebe, the companys name for its dual-clutch automatic thats beautifully quick and smooth, but unfortunately operated with an awful push-pull-and-a-button-for-Park electronic shifter that too many automakers seem to prefer for how techy it looks, rather than using a more intuitive setup.The all-wheel system automatically shifts as much as 70 per cent of torque to the front wheels as needed, and drive modes can be selected via a handy steering wheel-mounted dial. An air suspension is standard equipment, while my car was optioned with rear steering and that dynamic chassis control gadget, counteracting body roll and keeping the car level on uneven surfaces.The handling is whip-sharp, and the Panamera tucks around corners like its glued to the pavement, but what really impresses is how it blends that ability with rock-solid comfort. Even in Sport-Plus, the suspension is firm but never a kidney-knocker. Its a relatively heavy vehicle, but it simply goes out and carves the corners without breaking a sweat, every hair in place and with nary a wrinkle in its tuxedo. For some enthusiasts it may be too smooth, since the steering feel is rather muted, but I find its in keeping with its more practical, luxury-four-seater demeanour. The Panamera is a lovely vehicle inside as well, with the quality of materials and fit-and-finish youd expect for the price. Its also a big car, with lots of room for front- and rear-seat occupants. That said, Im less than impressed with Porsches decision to drop the last-generation Panameras rows of buttons in favour of a glass touchscreen surrounding the shifter.You must look down to be sure youre hitting the right spot, for everything from your heated-and-cooled seats to the rear window defroster, and if the suns shining on the glass, its not easy to see the icons. Simple is good in any car, but I think its especially important in something thats primarily about going fast and snarly.Infotainment functions are accessed through a large central touchscreen; most are simple, but there are times when you have to go too deep to find items. Adjusting the direction of the centre vent, for example, requires you to pull up a computer screen. The instrument cluster is also configurable, and one
Origin: Car Review: 2019 Porsche Panamera GTS Sport Turismo
SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
Brian Harper: Theyre big, brutish, and politically incorrect, not to mention overpowered, overpriced, and thirsty as hell. And if theyre not quite at the top rung of the SUV ladder, theyre still in rarefied air. Naturally, Im referring to that segment of the sport-ute market occupied by premium European automakers that, responding to the shift away from high-priced sports cars, coupes, and sedans to SUVs, have stuffed mega-horsepower engines into these products to give these all-weather haulers performance dynamics that amaze and confound.Porsches Cayenne Turbo, the Mercedes AMG G 63, BMWs X6 M and the subjects of this comparison, the Land Rover Range Rover Sport SVR and relative newcomer Maserati Levante GTS, all greatly surpass $100,000 and have powerplants pumping out well in excess of 500 horsepower. I suspect anyone driving one of these ber-utes would automatically receive invitations to join the Friends of OPEC.Land Rover is an old hand at this, pushing its Range Rover Sport SVR to increasing levels of horsepower excess. Maserati, however, has only been in the SUV game for a few years with the GTS edition new for 2019. Im surprised at its competency.Nick Tragianis: I wouldnt quite call these two subtle, but the Levante definitely seems like the, er, smarter choice here. I know, I know its difficult to rationalize a $150,000 sport-ute, but hear me out: Despite the price tag, the Levante is actually somewhat subtle. You wouldnt really expect that from an Italian SUV with a 3.8-litre, Ferrari-built, twin-turbocharged V8 pumping out 550 horsepower and 538 lb.-ft. of torque, not to mention the ability to hit 100 km/h from a standstill in about four seconds before topping out at just over 290 km/h, yet the Levante doesnt make a big deal about it. Dont get me wrong, the Levante is bloody fast, but it builds that power smoothly and confidently. The exhaust note is certainly gnarly, but even in Sport mode it doesnt assault your ears. The eight-speed automatic delivers quick shifts when you drive the Levante with gusto, but settle down and it operates nearly invisibly. The steering is tight and provides stellar feedback, but you dont need to muscle the wheel. Its remarkably flat when you take a tight highway on-ramp quickly, but it soaks up bumps and rough pavement incredibly well. Dare I say, its almost like an Italian Cayenne certainly more powerful than the Cayenne S we recently pitted against the BMW X5, but there are similarities.The Range Rover Sport SVR, on the other hand, is the polar opposite. Perhaps its the matte orange paint job in which our tester was finished thats a $9,000 option, by the way but the Range is brash and outlandish. Its certainly entertaining; the 575 horsepower and 516 lb.-ft. of torque from its supercharged 5.0L V8, working in concert with an eight-speed automatic, tends to keep a big, dumb smile on your face, especially when the exhaust snaps, crackle, and pops. Like the F-Type SVR, the Range Rover Sport SVR has a flair for the dramatic. Subtlety is far from its forte. Something tells me its mannerisms will wear on you quickly, particularly if you live with the Range on a daily basis.BH: Gee, kid, the Range Rover is clearly superior in the fuel economy department, its 14.1 L/100-kilometre average in the city (and 10.7 on the highway) is almost miserly against the big Masers respective 17.9 and 12.9 results. Wouldnt that make it our winner? Kidding! Nobody motoring around in these rigs gives a wet rats rear end about being green. Look, these are high-powered, high-priced nameplates were driving. Theyre for extroverts who want to be noticed. And yes, Im in agreement; the Sport SVR is especially polarizing. Its as in your face as these vehicles come noisy, brash and obnoxious.Yet, considering that neither will see anything bumpier than a cottage road, the Range Rovers off-road bona fides are completely legit, though the testers choice of rubber is more suited to the track rather than mud, loose rock, and germane to our four-season climate snow. To be fair, though, I have taken a Levante out on a respectable off-road course and it acquitted itself quite well. But its normal driving mode is rear-wheel drive, shifting up to 50 per cent of its power to the front as necessary. <img src="/uploads/img/comparison/28-suv-comparison-2019-maserati-levante-gts-vs-2020-range-rover-sport-svr.jpg" alt="SUV Comparison: 2019 Maserati Levante GTS
Origin: SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
Toyota unveils Copen GR Sport as hot compact convertible
Toyota has revealed a hot GR Sport version of subsidiary company Daihatsu’s Copen convertible. The compact two-seater, built to Japan’s ‘kei car’ specifications, receives a number of styling and chassis upgrades to create an entry point into Toyota’s growing range of performance models. Toyota’s modifications are primarily handling-focused, with the addition of a front brace and reshaped centre brace enhancing body rigidity. Suspension modifications, including a retuned spring rate and bespoke shock absorbers, are claimed to achieve a balance between smoothness and grip. The Copen’s electric power steering system has been tuned for enhanced dynamics, and is claimed to improve turn-in response and make it easier to use the car’s full performance in all environments. Design tweaks include the addition of a more aggressively styled front bumper, a grille design inspired by other Toyota GR models and new sports-style BBS forged aluminium wheels. Inside, the Daihatu’s seats are replaced with performance-oriented Recaro items, while the speedometer and rev counter are redesigned to reinforce the car’s sporting ambitions. There are eight colour options for the exterior, but the Copen GR Sports’ interior can only be specified in black. The Copen’s 660cc turbocharged three-cylinder engine is retained, sending power to the front wheels through a five-speed manual or seven-speed CVT gearbox. The model is currently unavailable outside Japan, with domestic prices starting from 2,380,000 yen, equivalent to roughly
Origin: Toyota unveils Copen GR Sport as hot compact convertible
Reader Review: 2019 Mazda3 Sport GT AWD
Kirsten Dow-Pearce with the 2019 Mazda3 Sport GT AWD.Azin Ghaffari/Postmedia Kirsten Dow-Pearce looks at vehicles with a critical eye. Anything the architectural and interior designer would consider driving has to meet certain criteria, including having all-wheel drive capability, a degree of utility and, importantly, they cant look all bubbly I prefer something with a meaner style and some angles, the Calgarian says.So, with those considerations in mind, how did the 2019 Mazda3 Sport GT AWD stack up in her opinion?I liked that the hood was long, the Reader Reviewer says of her first impression, and adds, while the back was rounded it didnt look too mom-ish. It wasnt all round and cute, and I did like the look of the front end. Heres what Mazda has to say about the design of one of their best-selling automobiles; The hatchback is meant to be sportier and more emotional, featuring aggressive body sides and C-pillars that do away with traditional body lines and adopt constantly shifting reflections. The hatchback design is topped with a roofline that suggests speed and helps express a powerful presence.Mazdas 3-series has been on the market in sedan and hatch variants since 2004, and the redesigned 2019 model year cars are available in a number of trim levels including GX, GS and GT. These are well-equipped vehicles, and power in the base GX is a 2.0-litre engine coupled with a six-speed manual transmission.In the GS and GT a larger 2.5L engine lurks under the hood, coupled to either a six-speed standard or six-speed automatic gearbox. Dow-Pearces $33,345 GT had all-wheel drive, and the only transmission available when so equipped is the six-speed automatic.Dow-Pearce learned to drive in Calgary and her first car was a 1982 Volkswagen Rabbit with a standard transmission that was already well-used when she inherited the vehicle. Regardless, she kept it and drove the Rabbit for many years.Her next car was a Honda Prelude, followed by a 2004 Audi A4. She currently drives a 2016 Volvo V60, a wagon thats ideally suited for her design practice as she routinely hauls carpet and tile samples and many other items around to various sites.Dow-Pearces sister drives an older Mazda3, so shes familiar with the vehicle.I guess, somewhat snobbishly, that Id gravitate toward a higher-end luxury brand, but the look of the Mazda has certainly turned my head, she explains. Her test car was finished in Mazdas optional $450 Soul Red metallic paint, and she says the colour suited the hatchback. She also liked the low-profile tires, and says they added to the overall sporty stance of the car.Inside, Dow-Pearce was impressed by the perforated black leather covers on the seats.Inside the holes, you could see a red colour and that was really neat, she says.She says the dash, however, was a bit amorphous, and not rectilinear. Behind the steering wheel, there was quite an arch to it but it wasnt busy or complicated, and that was a good thing.Getting comfortable in the 10-way power adjustable drivers seat was easy for the 5-foot 9-inch tall Dow-Pearce. Likewise, adjusting the mirrors to her benefit was an easy proposition. While the steering wheel will telescope, theres no tilt and Dow-Pearce would have liked to fine-tune the position.The interior is not plasticky, and its really well put together, she says. The gearshift is in the centre console, and theres a little toggle to the left of it to select the drive mode.Dow-Pearce drove the 3 in Normal mode for a few days so she could appreciate the difference when she finally switched into Sport mode.The car never felt like it was underpowered in either mode, she says, and adds, but Sport was just so much more fun and I did use the shifter to change my own gears I enjoyed using that and could see it being used when driving for the sport of driving.When left to shift for itself, Dow-Pearce says the six-speed automatic shifted smoothly and she appreciated the shift points that it selected.Most of her time was spent commuting around Calgary, but she did get the car onto Highway 1 for a trip west to Canmore.There was no vibration or buzzing noises, although sometimes the road noise was a bit loud, she says. Handling was good, and I liked the size of the car and I always knew where the corners of the car were when navigating a parking lot. It had a good turning radius, and parking it was easy.“It lends itself to someone who enjoys driving without forgoing utility,” Dow-Pearce saysThe ride was smooth and comfortable and the brakes, she says, were well-suited to the car.Dow-Pearce initially thought the cargo area would be small, but she managed to carry a full load of groceries back there, and on the Canmore drive the familys hiking gear was stowed without a problem.My 10-year old couldnt see out the rear passenger door window, theyre not very deep, Dow-Pearce points out.She thinks the 3 Sport would best suit someone who does plenty of city driving and might be looking
Origin: Reader Review: 2019 Mazda3 Sport GT AWD
First Drive: 2020 Land Rover Discovery Sport
BARCELONA, Spain While I have driven countless SUVs from a multitude of manufacturers over the years, products made by Land Rover have somehow eluded me. The British automaker specializes in SUVs there are no pickups or sedans or coupes in its lineup and prides itself on building some of the most luxurious and capable vehicles in the world. I therefore looked forward to my first opportunity to drive a Land Rover, at the world press introduction of the 2020 Discovery Sport, held in Barcelona. Sadly, I left Spain feeling somewhat indifferent.The Discovery Sport saw its most recent generational redesign in 2016, so as 2020 rolls around, so does the Sports mid-term upgrade. This revision brings a few exterior changes, like new LED head- and taillights, grille and bumpers, as well as a new interior. Four variations are available in Canada, two standard Discovery Sport models, and two higher-spec R-Dynamic variations. Prices range from $47,400 for the Discovery Sport S, to $58,700 for the R-Dynamic HSE.According to Land Rover, the Discovery Sport is a compact SUV designed to cater to adventurous middle-class couples, most of which have yet to procreate so, young, childless cohabitees who are often away on weekends. If that sounds like you, the Discovery Sport just might fit the bill: Its styling is understated yet sporty; it offers off-road capability for adventurous weekend outings; it boasts up to 1,575 litres of interior storage; and if you do eventually decide to perpetuate the family bloodline, it features seating for up to seven.While Land Rovers marketing spiel expounds the merits of being the only compact SUV to offer a third row of seats, they are actually jump seats for small kids. The good news is that they are optional, so you dont have to pay for them unless you have a copious brood or really dont like somebody. Youll also get the maximum storage space without them. The interior has been completely refreshed, including a big reduction in hard plastic surfaces. The dashboard is all new, and quite attractive. I really like the cleanliness of the cockpit, which gives the Sport an airy feel. All buttons and dials except for two of each on the centre stack have been eliminated and replaced by touchscreens. When the ignition is off, the dashboard is just an array of glossy black surfaces. Push the start button and the black surfaces come to life with images and icons that serve to control the various functions. There are six USB and three 12-volt ports available throughout the interior, and Apple CarPlay and Android Auto are standard.The large dials operate the climate controls, while the one on the right also serves as the drive mode selector. There are seven drive modes that tailor drive settings to get you over anything from dry pavement to snow to mud and ruts. An extensive off-road course along our drive revealed Land Rovers raison dtre: The Discovery Sport is easily capable of handling anything an urban dweller might encounter on the way to the remote weekend cabin in the woods.The 12-inch high-definition instrument panel is highly configurable, with a multitude of attractive display options. The only downside is that you have to scroll through various menus to call up different functions, and then have to back out to reach your default display. While all of this streamlining is visually appealing, it does make certain functions tedious. The absence of dedicated buttons for the drive modes, for example, means that any change in settings requires multiple steps. And we also experienced the first of a pair of minor vehicle glitches with the new touchscreens, when we had to set up the drive modes for a difficult uphill climb and the display froze, refusing to accept our selections until we backed out and went back into the desired menu. The two Dynamic Sport models and R-Dynamic SE come standard with a 2.0-litre turbocharged inline four that claims 246 horsepower and 269 lb.-ft. of torque. New for 2020 is a 48-volt mild hybrid powertrain thats optional in the R-Dynamic SE and standard in the HSE. It still uses the 2.0-litre turbocharged four, but a belt-driven electric motor bumps peak output to 286 horsepower and 295 lb.-ft. of torque. The only transmission is a ZF nine-speed automatic, and all-wheel drive is standard.In the hybrid, the engine shuts off at speeds below 17 km/h to reduce emissions and fuel consumption. It does this anytime the vehicle slows, acting much like a regular start-stop function, but one that doesnt wait for the vehicle to come to a complete stop before shutting off the engine. Its quite seamless in operation. Canadian fuel consumption numbers are not yet available, but European specs claim as low as 6.9 L/100 km for the mild hybrid.Unfortunately, the only vehicle available for testing was a Euro-spec Discovery Sport mild hybrid, and its spec sheet claimed a zero to 100 km/h time of 9.2 seconds. And it felt as slow, making passing a tedious,
Origin: First Drive: 2020 Land Rover Discovery Sport
Audi Sport expands hot SUV line-up with RS Q3 Sportback
Audi Sport has expanded its range of performance SUVs with the launch of the new RS Q3 Sportback coupe-crossover as its second high-performance SUV. It will take on the likes of the Mercedes-AMG GLA45 and BMW X4 M when it goes on sale early next year. The new machine is based on the recently launched Q3 Sportback, and shares the same underpinnings as the new second-generation RS Q3, which was unveiled as the same time. That includes a five-cylinder, 2.5-litre turbocharged Along with the forthcoming RS Q8, it is part of a major expansion of Audi Sport’s SUV line-up designed to boost the performance division’s sales. Product manager Carolin Krause said that the RS Q3 Sportback was aimed at a “completely new segment, for young lifestyle-oriented customers, who want performance and everyday usability.” Krause said there were no concerns within Audi about the new RS Q3 Sportback cannibalising sales from the standard RS Q3, adding: “The market is ready for these models, especially in the smaller segments.” The RS Q3 Sportback features a number of design changes from the regular Q3 Sportback, both to stand apart from the range and to reinforce the links to the RS Q3. Design Matthew Baggley said: “When we designed the regular Q3 and Q3 Sportback the aim was to give customers as much differentiation as possible, but for the RS models we felt it necessary to bring them back together.” As a result, both models have wheel arches to widen their width by 10mm (the track remains unchanged). They also get a customised front grille with a single frame design. There are also sculpted air intakes in the new-look front bumper. While the intakes are designed to reflect the RS6 Avant and RS7 Sportback, they feature a ‘boomerang’ design that is unique to the two RS Q3 models. There are standard LED lights at both the front and rear of the car. The differences between the RS Q3 and the RS Q3 Sportback are more apparent from the side, with the Sportback’s sloping coupe-style roof making it 45mm lower than the RS Q3. It also has a lower shoulder line, designed to emphasise the car’s stance. The RS Q3 Sportback gains its own rear wing design, and a bespoke rear bumper and diffuser, designed to set it apart at the back and make the car appear even wider. As with the RS Q3, the Sportback features twin exhausts. Inside, both models offer black leather and Alcantara sports seats and other bespoke design details, with a number of Audi Sport-exclusive options on the Drive Select and infotainment system. There are a number of RS details, and more available – including Nappa leather seats with integrated head rests – via a number of customisation options. Underneath their bodywork, the RS Q3 and Sportback are mechanically identical, powered by an upgraded version of the five-cylinder, 2.5-litre turbo from the first-generation RS Q3, and also used in the TT RS. The unit has been tuned to produce 394bhp, compared to 335bhp in the old RS Q3 – 362bhp for the Performance variant – and also offers 343lb ft of torque 1950 and 5850 rpm. That gives the Q3 Sportback a 0-62mph time of 4.5secs, with a limited top speed of 155mph (174mph with the optional Performance pack). Power is delivered to all four wheels through a seven-speed automatic gearbox, with wheel-selective torque control to aid traction and handling. Audi’s Drive Select system features six modes, including two bespoke RS options accessible via a steering wheel button. Both models sit 10mm lower than the regular Q3 and Q3 Sportback and feature sport suspension and Audi’s Dynamic Chassis Control as standard, with MacPherson struts at the front and a four-link design at the rear. They also feature specially tuned progressive steering, with a choice of 20 or 21in wheels and steel or ceramic brake discs. The RS Q3 Sportback will go on sale early next year, at the same time as the RS Q3. While pricing has not been finalised, it is expected to be above the £44,785 of the old RS
Origin: Audi Sport expands hot SUV line-up with RS Q3 Sportback
Nearly-new buying guide: Land Rover Discovery Sport
These days, if you want a family-sized SUV with five or seven seats, four-wheel drive, an economical diesel engine and a tidy driving experience, you’re spoiled for choice. However, only one model brings something of the great outdoors to the table and that’s the Land Rover Discovery Sport. It was launched in 2015 as a replacement for the popular Freelander 2, as well as a kind of cheaper and more practical alternative to the hugely successful Range Rover Evoque, launched in 2011. Today, 2015-reg examples of the Sport and Evoque start at around £13,000 for cars with 100,000-plus miles. At this money, they have the old-school 187bhp 2.2 SD4 diesel engine but the Sport has seven seats rather than the Evoque’s five and is four-wheel drive, whereas the Evoque is likely to be two. Unfortunately for the model’s early adopters, shortly after the Sport was launched, the 2.2-litre diesel engine was replaced by the new and improved EU6-compliant 2.0-litre Ingenium motor, available in 148bhp and 178bhp outputs. The 148bhp version was offered with a choice of two (badged eD4 as before) or four-wheel drive and a manual gearbox as standard, whereas the 178bhp 2.0 is four-wheel drive and available with an optional nine-speed automatic gearbox. This transmission is by far the most popular across the Sport model range. So equipped, the 178bhp 2.0 TD auto is our pick. Later on, a 238bhp version joined the line-up. On the matter of two-wheel drive, few eD4s were sold, which tells you all you need to know about this drivetrain’s suitability. However, it still looks the business, costs less to run and is cheaper to buy so may suit you, depending on circumstances. A petrol engine didn’t arrive until 2017. Also from the Ingenium family, the 2.0 Si4 petrol unit comes in 238bhp and 286bhp outputs. Both are rare but entertaining and, if you don’t do the mileage necessary to justify a diesel, worth considering. For many people, the Sport’s seven seats will be a big draw. They were standard on early models but, with the arrival of the Ingenium engine, became an option, albeit a popular one. Note, though, that Land Rover calls the arrangement 5+2, a hint not to expect much in the way of third-row space. The Sport was updated in 2017, when it received the car maker’s new InControl Touch Pro infotainment system with 10.2in touchscreen. Earlier this year, the model was given a much more comprehensive update and, by rights, should be called Discovery Sport 2 as it sits on a new platform inherited from the second-generation Evoque. But these 2017-on cars cost sky-high money and the real value is to be found at three years old with the balance of the optional five-year service plan – something like a mid-power, mid-spec 2016/16-reg 2.0 TD4 180 auto 4WD SE Tech seven-seater with 70,000 miles for £19,000. Need to know Where fitted and before you buy, give the car’s InControl Touch Pro infotainment system a workout. You’re checking for bugs. If you find any, the good news is that Land Rover released a fix in March 2018 called 17c or 3.5 that should nail ’em. Owners of diesel-powered Discovery Sports have reported fuel-oil dilution problems relating to regeneration of the diesel particulate filter. The message is, if considering a Discovery Sport, be sure your driving routine satisfies the operating criteria described in the handbook. Land Rover offers a five-year service plan on new cars so check if the vehicle you’re interested in was sold with this cover since its benefits are transferable to subsequent owners. Our pick Discovery Sport 2.0 TD 180 SE Tech Auto AWD: Mid-power version offers strong performance with good economy and refinement. SE Tech brings items such as sat-nav, auto lights and a powered tailgate. Wild card Discovery Sport 2.0 Si4 240 SE Tech Auto: If your mileage is low and you fear DPF hassles, bag a petrol Disco Sport. They’re rare (we found a 2018-reg with 14,000 miles for £29,995) but fun to drive. Top spec pick HSE Dynamic Luxury: To HSE Luxury’s Park Assist technology, cooled front seats and heated rear seats, Dynamic adds Narvik Black exterior details, a bodykit, 20in gloss black alloy wheels and special colours. Ones we found 2015 Discovery Sport 2.2 SD4 190 HSE 4WD 7st, 110k miles, £13,500 2016 Discovery Sport 2.0 TD4 150 SE Tech, 60k miles, £16,400 2017 Discovery Sport 2.0 TD4 150 Pure 4WD, 33k miles, £18,995 2018 Discovery Sport 2.0 TD4 180 4×4 SE Tech, 15k miles,
Origin: Nearly-new buying guide: Land Rover Discovery Sport
Bugatti’s record-breaking Chiron Super Sport could be yours for US$4 mil
After selling almost all 30 of its US$3.9 million special-edition Chiron Super Sport 300+ supercars over dinner this weekend, Bugatti is moving to double its lineup by adding a second model.Unlike the limited-run Chiron a version of the car that set a 304 miles-per-hour record earlier this month the new vehicle may take the shape of a four-seater, Bugatti President Stephan Winkelmann said in an interview.It could also leave the worlds racetracks for some off-road driving, he said, a departure for a brand honed on producing race cars going at incredible speeds.Bugatti, one of a stable of super-premium Volkswagen-owned brands including Porsche, Lamborghini and Bentley, is looking at sexy financing for the new model, Winkelmann said. Porsche used a German promissory note called a Schuldschein to partially fund the development and production of the battery-powered Taycan.Demand for supercars remains unbroken, judging by a dinner held at Bugattis headquarters in Molsheim, France, over the weekend. Nearly all of the Chiron Super Sport 300+ models slated for production were sold, Winkelmann said.Even so, the focus at the Frankfurt auto show this week will be on electric vehicles like the Taycan and VWs coming ID.3. A battery version of the Chiron wouldnt work, he said hypercars still need combustion fire power. But he could see a less-expensive daily driver at a lower price, say in the US$1 million range, working in a hybrid-electric set-up.There is still a lot of time for internal combustion engines, the 54-year-old said. The Chiron Super Sport 300+ has some modifications and is 20 centimeters longer than the version that raced around a recently resurfaced Volkswagen track in Ehra-Lessien, Germany.Winkelmann briefly discussed the idea of uniting VWs luxury brands under one umbrella. He declined to be drawn on the prospects of Bugatti holding a public stock offering, saying its not his decision to make.If we put those type of brands together its unique in the automotive industry, Winkelmann
Origin: Bugatti’s record-breaking Chiron Super Sport could be yours for US$4 mil
Audi Sport aims to double sales by 2023
Audi Sport plans to double its sales by 2023 as part of a huge expansion of the Audi’s performance arm. Audi Sport, now under an entirely new management team led by joint managing directors Oliver Hoffmann and Julius Seebach, also plans to bring the high performance RS models to market much quicker than the standard Audis on which they are based, down from 18 months after the launch of a standard car to around six. Sales of Audi Sport models were around 30,000 units globally in 2018 and the plan is to take that to 60,000 by 2023. A big model expansion is already underway in 2019, with new RS4, RS6, RS7 and RSQ3 models joining the TTRS, RS3 and RS5 models already on sale, and RSQ3 Sportback and RSQ8 models confirmed as entirely new additions to the line-up. The RS6 brings 48V mild hybrid technology that sees Audi Sport models electrified for the first time, and the company has confirmed that electrification will be a feature of all of its models in the future. Hoffman confirmed to Autocar that the next-generation RS4 would switch to a plug-in hybrid drivetrain when it launches early in the next decade. The facelift current generation car due at the turn of the year would maintain a twin-turbo V6 powertrain. Hoffmann also confirmed there would be a next-generation R8 and it would be electrified but a decision has yet to be taken on whether it will be a hybrid of a full electric car. Autocar understands Audi is leaning towards the latter option, with the R8 becoming the second fully electric Audi Sport model after the E-Tron GT in 2020. An RS1 was also not ruled out by Hoffmann as part of the expansion plans. “All models are under consideration to reach our sales targets,” he
Origin: Audi Sport aims to double sales by 2023
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