Ferrari 488GTB review

With its twin-turbo 3.9-liter V-8 located behind you, you’ll enjoy its sonorous wail, and ferocious acceleration, all the way to 8000 rpm, where it makes 661 hp. A dual-clutch seven-speed is the sole transmission; we estimate a 0–60 time of 3.0 seconds. Ferrari’s revised adaptive suspension provides a relatively compliant ride without sacrificing handling. For those who really want to hear that V-8 sing, the Spider offers a retractable hardtop that raises or lowers at speeds up to 25 mph.

It’s hard to maintain journalistic perspective on the launch of any new Ferrari, especially one that’s held at a luxury wine resort on the side of a mountain in Emilia Romagna, surrounded by the sort of scenery that causes the Italians to put “issimo” at the end of superlatives. Hell, we can even forgive the company’s controversial decision not to serve cocktails until after the press conference, meaning we had to listen to the rundown while entirely sober. It’s a tough job, but we bet you’re glad we’re here to do it.

Having our full attention provided Ferrari the chance to tell us plenty about the new 488 Spider and its turbocharged engine. The presentation covered pretty much everything, being detailed enough to include a slide entitled “How the Ediff3 with SSC and F-trac deals with the demands of power-on torque distribution.” If we tried to summarize the whole thing, we would probably bust our monthly allocation of pixels. But we don’t really need to, as pretty much everything bar the Spider’s roof is identical to the 488GTB we drove back in June.

It was fascinating nonetheless, especially when the talk turned to the strange business of marketing open-topped Ferraris. Maranello is on first-name terms with pretty much its entire customer base, and officials told us, with commendable exactness, that we can expect just over half of U.S.-bound 488s to be Spiders (the number for the 458 was 53 percent). While you’ll be unsurprised to learn that 60 percent of buyers have already owned at least one Ferrari, the revelation is that 90 percent of them will be what Ferrari terms “Spider-only” customers, unwilling to even consider a supercar with a fixed roof. There are, it transpires, two very different tribes of 488 owners. GTB buyers want to drive their car solo and are far more likely to take them on track, while Spider purchasers usually drive with the roof down and a partner in the passenger seat. They are, we were told, “open-car hedonists looking for driving emotions.” We’ll leave the mental image of that one up to you, but we’d be surprised if it didn’t include gold jewelry.

A Dichotomous Customer Base

This brings the paradox. Because while the 488’s customer base is seemingly split between these hard-driving Alpha males and leathery debauchees, there’s only really a single car, one that now has the option of a neat folding hardtop. It’s not long since buying an open-topped Ferrari meant making significant sacrifices beyond merely the increased risks of acquiring skin cancer and a much younger wife. Spiders were the dynamic inferiors to their metal-roofed sisters, trading the opportunity to work on your tan and to better appreciate their wailing soundtracks for less performance, less precision, and a noticeable reduction in structural rigidity.

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2017 Porsche 960: A 600-plus-hp, Mid-Engined Bridge

WHAT IT IS: A mid-engined supercar positioned between the 911 Turbo megacar and the 918 hybrid hypercar. The Porsche 960 conceptually and stylistically resembles a slightly bigger and far more powerful Cayman, but with an extra zero added to the price. 

WHY IT MATTERS: Porsche is weak in the world of supercars. The 911 Turbo and GT3, while extremely capable, are limited by their theoretically inferior rear-engine design (hey, don't shoot the messenger). And the 918, which fixes that problem, may put off purists—at least, those not scared off by an expected price tag close to $850,000—with its Mr. Fusion hybrid powertrain. 

PLATFORM: The aluminum-and-composite-intensive 960 will be based on Porsche's new, modular sport architecture (Modularer Sportbaukasten), which can be tailored for mid- or rear-engine applications. 

POWERTRAIN: The hamster running in the wheel will most likely be a horizontally opposed eight-cylinder engine, although an aggressively boosted flat-six is not out of the question. Power will be well north of 600 horses, and all-wheel drive should be standard. 

COMPETITION: Mid-engined supercars such as the Audi R8, Ferrari 458 Italia, Lamborghini Gallardo, and McLaren 12C. 

WHAT MIGHT GO WRONG: A Porsche is tagged, perhaps unfairly, as a lawyer's car—very sporty but also somewhat sensible everyday wheels. Can the brand still breathe the thin air where exotics live? This car could be an expensive way to learn that it can't, and it also may diminish the 918's appeal. 

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2016 Mazda CX-3 AWD review

The CX-3 is a fun and feisty runabout with a can-do attitude, offering taut handling paired with edgy styling. A 146-hp 2.0-liter four-cylinder and a six-speed automatic with front-wheel drive provide the zoom-zoom; all-wheel drive is optional. The CX-3 relies on its sport-tuned suspension and creative weight-saving measures to maintain Mazda’s unique brand of driving pleasure. The cabin is equally well designed, featuring high-quality materials and modern driving aids.

Deputy editor Dan Pund gazed out from his cubicle into the Car and Driver parking lot, considered the 2016 Mazda CX-3 for a moment, and declared, “It’s just a Pontiac Vibe.”

He was making an observation, not hurling an insult. If we weren’t living in the age of the crossover, we—you, me, and the entire driving public—would call the CX-3 a car. The most striking difference between this so-called crossover and the Mazda 3 hatchback is the gray plastic cladding that traces the body’s bottom edge.

Pund’s remark points out a larger truth, as well: As crossovers shrink to these subcompact proportions, they become less SUV-like and more closely resemble cars. From our perspective—where we appreciate a low center of gravity and the commensurate benefit to handling—that isn’t a bad thing.

In fact, the CX-3 is a very, very good thing. Mazda’s mini-ute drives like a Pontiac Vibe in the same way that a Ferrari drives like a Fiat. The CX-3 steers with precision, corners with aplomb, and scoots down the road with a verve that is almost universally absent among crossovers. Toggle the Sport mode and the quick-shifting automatic transmission takes on Porsche-esque logic, downshifting as you brake for an upcoming corner. Without question, Mazda has built the driver’s car—er, crossover—in this burgeoning segment.

The CX-3’s 8.1-second amble to 60 mph qualifies as quick, but only because vehicles in this class often run in the nines and occasionally flirt with the 10-second mark. Credit for its fleetness goes to the svelte 2932-pound curb weight as much as the 146-hp engine. The 2.0-liter four-cylinder needs revs to make its power, but it grinds toward its 6800-rpm redline with noisy protest.

The humble 16-inch wheels and pedestrian tires on our mid-level Touring model produced modest performance figures at the track. The CX-3 circled the skidpad at 0.81 g with the undefeatable stability control nipping at the brakes, then posted a ho-hum 70-to-zero-mph stopping distance of 181 feet. In typical Mazda tradition, though, what the CX-3 sacrifices in cold, hard numbers it more than makes up for in driving character.

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2015 Kia K900 OVERVIEW

Modern and Elegant, the K900 Signals a New Era for Kia and Advances the Brand to New Levels of Sophistication

Highly intuitive and advanced technology combine with superb craftsmanship and materials to boldly announce Kia’s presence in the rear-drive premium-luxury sedan segment

V8 flagship features 420 horsepower1

New Premium trim further extends appeal of K900 with unsurpassed levels of standard equipment

IRVINE, Calif., January 7, 2015 – The 2015 K900 challenges the rear-drive luxury sedan segment with an extensive list of standard equipment, world-class accommodations, premium driving dynamics and stunning design that redefines consumer perception and expectations of the Kia brand.

“Kia celebrated its 20th anniversary in the U.S. market last year, and the K900 is a symbol of how far the brand has come and a bold example of the challenger spirit that has benefitted Kia over two decades of growth and maturation,” said Michael Sprague, executive vice president of sales and marketing, KMA.  “Kia’s rise, especially our massive growth over the last six years, has been fueled by a willingness to challenge the status quo with vehicles such as the Optima SXL, Sorento SXL and Cadenza premium sedan.  As the K900 enters its second year in-market, it will continue to offer a unique alternative to the full-size rear-drive luxury sedan segment.”

Offered in two variations, Premium and Luxury, the K900’s list of standard equipment features first-class accommodations and advanced technology.  The range-topping VIP+ package adds luxury amenities including quilted Nappa leather trim seats available in two new colors: Indigo Blue and Tuscan Brown.  For 2015, the K900 Premium features an optional interior Highline Package that includes beige or black Nappa leather and wood-trimmed heated steering wheel.

The K900 comes with a three-year, 37,500-mile complimentary scheduled maintenance program at participating Kia dealerships. Covering the first five service visits, the complimentary scheduled maintenance program is available to customers who either purchase or lease a new K900 and complete the maintenance work for their vehicle at exclusive K900 retailers. As an added benefit, K900 customers may enjoy the use of a Cadenza or K900 loan vehicle during their service visit2.  The no-cost scheduled maintenance program, which excludes wear-and-tear items such as tires and brakes, complements Kia’s industry leading 10-year/100,000 mile new-car warranty and Roadside Assistance program3.

Elegant Exterior Design

The first glance of the Kia K900 is designed to leave an indelible impression.  The long 119.9-inch wheelbase and wide 63.8-inch front and 64.1-inch rear track of the K900 translate to considerable road presence.  In profile, the swept rake of the greenhouse, subdued cut lines along the doors and high rear deck lid lend a muscular tension to the sheet metal.  The K900 standard 19-inch multi-spoke wheels are shod with 245/45R-19 tires up front and 275/40R-19 tires at the rear.  Kia’s signature grille is nearly vertical within the smoothly contoured front fascia.  A chrome halo surrounds the dark chrome inner elements, which hint at the power and potential lurking behind.  Airflow-smoothing underbody panels mounted beneath the nose, engine bay and cabin help reduce drag, improving efficiency and minimizing wind noise.

HID headlights are standard on the Premium K900, while advanced LED headlights are featured on the Luxury and VIP+.  Both lighting technologies are further enhanced with Dynamic Bending Lights, which adjust the headlights to follow the bends in the road, providing additional driver confidence. The cutting-edge LED headlights feature 16 individual bulbs emitting powerful, natural light for greater visibility.  The beams shimmer beneath crystal clear lenses that pull back deeply into the front fenders. Soft-glow LEDs frame the multi-faceted headlights.  Mounted low and at the far corners of the nose are sleek LED daytime running lamps and LED fog lights.  Similar use of LED technology can be found at the rear of the K900.  The trapezoid taillights offer diffused LEDs for the brakes and bright LEDs for the turn signals.  A tasteful chrome bezel cuts high across the K900’s standard powered rear deck lid, adding elegance and lending visual width.  The standard power and heated side-view mirrors integrate auto dimming technology with LED turn signal indicators and available Blind Spot Detection System (BSD)[iv] in a smooth, aerodynamic form that helps reduce wind noise.  The rear bumper is accented with fully integrated dual chrome-tipped exhaust ports that mimic the shape of the taillights.

Opulence Within

Open the door to the K900 and the same sense of elegant sophistication can be found within the luxuriously appointed cabin.  The three-spoke leather-wrapped steering wheel is substantial and features controls for audio, cruise control, and vehicle information.  A heated steering wheel is standard as is Nappa leather trim seating on the Luxury and VIP+.  Soft-hue LED interior illumination is standard across the K900 line.  Standard on the Premium trim with Interior Highline package, Luxury and VIP+ is genuine walnut or poplar wood trim that sweeps across the dash and door panels, beautifully complementing the richness of the interior.  A 12-way adjustable driver’s seat, including power lumbar support, is standard while the VIP+ package includes a 16-way power adjustable driver’s seat featuring power headrests and cushion extension for added thigh support.  The front seats feature standard multi-stage heating and ventilation for individualized comfort in all climates.

The K900’s executive-class accommodations continue at the rear of the cabin. Standard features include multi-stage heating for the outboard seats.  Accessing a panel within the center armrest, rear-seat passengers also have the ability to tailor the climate control system to their desired temperature, as well as operate the standard power rear window sunshade. For additional comfort, retractable rear side window sunshades are standard across all models.  A full-length panoramic sunroof with power retractable sunshade is also included on all K900s. 

Opting for the VIP+ package takes rear seat comfort to another level.  Both seats offer multi-stage heating and cooling, have the ability to independently recline and incorporate power lumbar support and lateral headrest adjustability.  The VIP+ package offers refined luxury with quilted Nappa leather seat trim, four-way front passenger power lumbar support and exclusive interior colors of Indigo Blue and Tuscan Brown.  A chauffeur seat switch allows the driver to maximize rear passenger room instantly by sliding the passenger seat forward at the touch of a button.

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2017 Hyundai Elantra - PReview

A 2011 redesign changed all that, and today the Elantra is one of our top-rated economy sedans, in the same league as the Focus, Mazda 3, and the brilliant new Honda Civic. The 2011 Elantra scored heavily with its edgy styling, and backed up that promising shape with a spacious cabin and a strong set of standard features.

What happens when Hyundai tinkers with that winning formula? With the 2017 Elantra, Hyundai trades off brash looks for a more refined ride, and it pays off handsomely.

Hyundai Elantra styling and comfort

The previous Elantra was one of the cars that announced a new generation of stylish Hyundais. The new Elantra—the sixth by Hyundai's reckoning—represents a step away from the extravagantly curved and detailed design of that fifth-generation car. Like the Sonata, the lines have been dialed down considerably, smoothed out, becalmed.

At the front, it's a success, with a wider, deeper grille giving the Elantra more presence. Boomerang-shaped LED running lights brighten the front-end treatment. With less sculpting down the body sides, the Elantra is simpler, and less distinctive. The C-shaped lines that pulled the rear of the car forward are gone, replaced by more vertical door cuts and a more carefully draped rear roofline, capped by LED taillights.

The Elantra's interior is a dead ringer for the one in the latest Sonata. It's built along horizontal themes, with a large space reserved under a simple dash hood for a touchscreen, canted slightly toward the driver. The gauges incorporate a separate 4.2-inch LCD display on some models for ancillary functions like audio and navigation. Secondary functions such as climate control and audio are controlled with knobs and keys, thank goodness, and the cockpit wears a mix of soft-touch plastics and metallic finishes just as in the Sonata, offset by a fair amount of hard black plastic.

With about an inch more in overall length and in width, the new Elantra improves slightly on the current model's already generous interior space. It's been an edge case, on the border between compact and mid-size, but now the Elantra is a little more firmly in the mid-size category, along with cars like the new Civic.

Front-seat space is very good, with seats more firmly shaped and bolstered than in the past. There's plenty of small-item storage in the doors, console, and in a covered bin that sits ahead of the shift lever.

The back seats are less grippy and sit slightly higher, but head room and knee room are still good for adult passengers, even under the optional sunroof.

With more insulation between the engine and cabin, thicker glass, and more sound-deadening material surrounding the cockpit, the Elantra Limited is about as quiet as the Sonata. Not all models get the same cabin-quieting touches, though.

Hyundai Elantra performance

Driving the Elantra is the Sonata story all over again. What it gives up in slick styling hooks, the Elantra gains in smoothness and comfort.

With a pair of new powertrains, the Elantra's fuel economy is a bigger story than its straight-line performance. On standard Elantras, a 2.0-liter four-cylinder provides 147 horsepower and 132 pound-feet of torque, running on a lean Atkinson cycle for better fuel efficiency. It's EPA-rated at 29 miles per gallon city, 38 highway, and 33 mpg combined in base form, slightly lower in the heavier Elantra Limited. A six-speed automatic is an option; there's a base model with a six-speed manual but it's destined to be a rarity.

Performance by usual yardsticks is just average, but the 2017 Hyundai Elantra's one of the most composed small cars we've driven. Acceleration is tempered and even, though the standard four-cylinder is happy to wind to its rev limits without too much complaint. The six-speed shifts are staged for economy, not speed, and no paddle shift controls are fitted. An optional set of driving modes can put the drivetrain into a Sport mode with crisper, quicker shifts.

A new Elantra Eco sports a turbocharged 1.4-liter four with 128 hp and 156 lb-ft, teamed to a 7-speed dual-clutch transmission for an estimated 35 mpg on the EPA combined cycle—which would match the new Honda Civic and its four-cylinder/continuously variable transmission combo for efficiency. We haven't had much experience in this model, and will report back once we've had more seat time.

Sporty road manners aren't a priority here, not like they are in the Focus or even the new Civic Touring. A basic strut front and twist-beam rear suspension have been tuned to deliver a remarkably supple, composed ride—as much due to their optimized design as to the Elantra's very stiff body. It's made up of lots of high-strength steel and industrial adhesives. The stiff body has helped steering some; it wanders less than in the previous car, but still feels best in Sport driving mode, where lower electric steering assist helps it track more cleanly.

In all, the Elantra has a more substantial feel now. It doesn't punish drivers for taking a side road instead of a highway, nor does it ask to be thrashed like a Focus or Mazda 3.

Hyundai Elantra safety and features

Hyundai is aiming for top-drawer safety with the new 2017 Elantra. It's predicting a Top Safety Pick+ award from the IIHS as well as a five-star overall rating from the NHTSA. Seven airbags are standard and a rearview camera is available.

So is a bundle of advanced safety technology that uses cameras and radar to provide forward-collision warnings with automatic braking; adaptive cruise control; lane-departure warnings and lane keep assist; and blind-spot monitors with cross-traffic alerts. But the bundle is only offered on the most expensive Limited model.

The 2017 Hyundai Elantra SE carries a base price of just under $18,000. It has standard power windows, locks, and mirrors; cruise control; air conditioning; cloth upholstery; tilt and telescoping steering; 15-inch wheels; a six-way adjustable driver seat; and an AM/FM/XM/CD audio system with six speakers. The automatic transmission is a $1,000 option.

On the features list, the new Elantra offers available heated and ventilated front seats; memory seats; a split/fold rear seat; automatic climate control; a handsfree, gesture-enabled trunk release; USB ports and Bluetooth; Android Auto; and a new navigation system.

A premium audio system, satellite radio, and smartphone connectivity are also available, along with Hyundai's Blue Link telematics package that enables features like remote door unlock and remote start by smartphone. All told, the Elantra can cost up to $27,500 when loaded with all available features.

Source: thecarconnection.com

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Top Gear car review: Audi S3/RS3

WHAT WE SAY: 

The Audi S3 has been on a diet and it’s more appealing as a result. The new RS3 adds speed, attitude and warble

WHAT IS IT?

This is Audi’s latest version of the S3, with essentially the same recipe as before: front-biased all-wheel drive running gear and powerful turbocharged four-cylinder motor. But Audi has massaged virtually every aspect to make it more efficient, faster and, well, generally better all round. The 296bhp S3 may be innocuous-looking, but performance is blistering: it hits 62mph from rest in just 4.8 seconds with the S-tronic DSG ‘box

Even faster is the new RS3, whose familiar 2.5-litre turbocharged five-cylinder engine produces 362bhp, 27bhp more than before. On paper, it’s probably the hottest production hot hatch on the planet.

DRIVING

The S3 used to be a quick-but-stodgy thing to drive, but Audi has dialled some of the heavy-handed chassis engineering out of this one. Literally, in this case – it’s 60kg lighter than it was. The front axle has been shunted forward 42mm, and the engine is both lighter and canted backwards by 12 degrees.

Sounds like minor stuff, but the S3 is keener to turn than it ever was, and remains neutral all the way up to serious speed, at which point it understeers gently. The steering’s a bit numb, but the ride is acceptable and you can rapidly cover ground with AWD surety, even when traction is tricky. It’s impressive rather than fun.

The RS3? Well, we’ve only driven it on snow. It drives sidewaysly (yes, that is a word). Stung by criticism the old one was dull, Audi engineers have given this one more attitude, from the throbbing five-pot to the fact it will now actually drift. We’ll tell you if they’ve succeeded when we try it in the UK.

ON THE INSIDE

The S3 boasts Audi’s usual supremely well-executed interior quality, complete with flat-bottomed wheel, beautifully grippy, massively comfortable seats and a tiny boost gauge in the instrument cluster. But there’s not a lot else that plays up the S3’s schportiness. For that, you need the RS3: think S3 Plus, from the pleated leather seats to the red bits in the air vents (um… different). Both cars are lovely things to spend time in.

OWNING

The fact that you could possibly get a smidge over 40mpg from a car with this amount of pace is faintly shocking. And 159g/km isn’t to be sniffed at. We can almost guarantee rock-solid residuals. It’s also got the kind of panel gaps that speak of attention to detail, a huge dealer network and a solid warranty. As has the RS3, although that doesn’t have the S3’s economy. In this day and age, 34.8mpg and 189g/km CO2 are stiff. The Sportback-only list price of £39,950 is a jump over the S3 too. But hey, that optional 174mph speed limiter…

Source: topgear.com

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Volkswagen New Beetle history

The Volkswagen New Beetle is a compact car, introduced by Volkswagen in 1997, drawing heavy inspiration from the exterior design of the original Beetle. Unlike the original Beetle, the New Beetle has its engine in the front, driving the front wheels, with luggage storage in the rear. Many special editions have been released, such as the Malibu Barbie New Beetle. In May 2010, Volkswagen announced that production of the current body of the New Beetle would cease in 2011.

In 2011, a new model replaced the New Beetle, and the New Beetle name was changed back to the original when its successor was introduced, although the two names are often used interchangeably when referring to the New Beetle.

At the 1994 North American International Auto Show, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Volkswagen Beetle. Designed by J Mays and Freeman Thomas at the company's California design studio, the concept car was based on the platform of the Volkswagen Polo. A red cabriolet concept was featured at the Geneva Motor Show, also in 1994.

In 1995, a new version of the Concept One was shown, in the Tokyo Motor Show. This one had major restyling and looked a lot like the final production version, launched in 1998.

Strong public reaction to the Concept 1 convinced the company that it should develop a production version which was launched as the New Beetle in 1997, based on the Golf IV's larger PQ34 platform. The New Beetle is related to the original only in name and appearance (including the absence of a car emblem script with the exception of the VW logo). For the 1998 model year, only the TDI compression-ignition engine was turbocharged; the spark-ignition engines were only naturally aspirated. In June 1999, Volkswagen introduced the 1.8T, which was the first turbocharged spark-ignition engine offered for the New Beetle. Volkswagen created a web site dedicated specifically to the 1.8T. A convertible was added in mid year 2003 to replace the Volkswagen Cabrio. However, the New Beetle Convertible was never offered with a compression-ignition engine in North America.

The New Beetle carries many design similarities with the original VW Beetle: separate wings, vestigial running boards, sloping headlamps and large round tail lights, as well as a high rounded roofline. It was assembled in VW's Puebla factory in Mexico.

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