Spied: Dodge Durango Hellcat

We're referring to the front bumper, where there's a very distinct air intake formed in just below the main grille.

Spies in Michigan have spotted what appears to be a Hellcat-powered Dodge Durangohiding beneath half a sheet.

At a casual glance, this Durango tester could be mistaken for a mild aesthetic overhaul of Dodge's three-row SUV, but a closer look reveals something quite telling.

We're referring to the front bumper, where there's a very distinct air intake formed in just below the main grille. We've seen that before on the Jeep Grand Cherokee Trackhawk mulewhich has also been spotted testing. At this point, we're pretty confident in calling it a telltale.

We know for certain that the Jeep Grand Cherokeevariant will arrive as a 2018 model. Jeep CEO Mike Manley has confirmed as much.

Given the state of this Durango tester, we'd wager that it won't be here any sooner, and could perhaps be staggered by a model year just to accommodate production of the supercharged, 6.2-liter engine--a choke pointthat hampered Charger and Challenger Hellcat deliveries for most of 2015.

As is the case with the forthcoming Grand Cherokee variant, the Durango's ultimate capabilities will depend largely on whether FCA has developed an all-wheel drive system that is capable of handling both the torque and revs required to put all 707 (or fewer, depending on the final tune) ponies to ground.

Stay tuned for the latest.

Photos by Chris Doane.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

Wards 2016 "10 Best" Interior winners announced

Wards Auto announced its 2016 "10 Best" list for automotive interiors Thursday, likely raising a few eyebrows along the way.

The winners were whittled down from 47 eligible vehicles (a car must be all-new or heavily revised for the model year in question in order to qualify). Market segment or cost is irrelevant. Any new interior is potentially eligible.

In the announcement, Wards Content Director Drew Winter said it is "[...] important that the Wards 10 Best Interiors list include mainstream, affordable vehicles," but pointed out that cars, on average, have gotten much more expensive, making it difficult to define those terms.

It's also worth noting that with the rising cost of cars and the decreasing cost of consumer technology, customers' expectations for even inexpensive transportation are constantly on the rise.

So, who won already?
Highlights from the 2016 10 Best list include the Nissan Maxima, the Chevrolet Camaro, the Chrysler Pacificaand the Honda Civic--none of which would have previously turned many heads in the interior design or comfort departments.

Let's move on from the most surprising winners to the least. Audi's new TTS made the list, as the all-conquering new Volvo XC90. At the top of the range, the BMW 7-Seriesjoined them, along with the less wallet-intensive Mercedes-Benz GLC, Cadillac XT5 and Lexus RX.

What got them there?
Wards says the nominees are judged based on "aesthetics and design harmony, as well as materials, ergonomics, safety, comfort, value and fit-and-finish," with additional consideration given to ergonomics and the overall user experience.

The new Camaro is pictured above. If you're curious about any of the others, click the links above to view them in our Buyer's Guide. Think Wards got it wrong? Let us know in the comments.


Photo by Drew Johnson.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

Latest eco Volkswagen Passat BlueMotion promises 76mpg, but does it demand any compromises?

4

Spied: 2018 Lamborghini Huracan Superleggera?

Spies in Germany have caught what they believe to be a mule for what we expect to be revealed as the 2018 Lamborghini Huracán Superleggera testing near the Nürburgring.

This prototype lacks the often telltale camouflage of most testbeds, but there are a couple of visual cues--the unconventional temporary number plate on the front, for example.

Look a little closer, though, and you'll see that the rear end is far more noteworthy in that regard. An improvised grille covers a second set of exhaust outlets. Their placement is clearly a nod to the roadgoing Huracán's race-ready sibling--the GT3.

The location and quantity of its exhaust pipes notwithstanding, expect this new Huracán to be a lot lighter, a little more powerful and a bit more aerodynamically sound than the car on which it's based.

The Superleggera--if it indeed ends up being called that--should slot in against the Ferrari 488 GTB, the McLaren 675LTand other track-focused toys like the (significantly less costly) Dodge ViperACR.

Stay tuned.

Photos by Brian Williams.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

Germany looking to ban older diesel-powered cars

The German government is making it easier for mayors to ban older diesel-powered cars from driving on their streets.

Officials are working on a law that would give mayors the right to ban cars that don't comply with the strict Euro 6 emissions regulations that came into effect across Europe less than a year ago. The measure is highly controversial, but it's seen as a way to improve the air quality in the country's most polluted cities.

"This step is necessary as a stop gap until electric cars have a significant foothold in our towns, and diesel emissions really are what car makers say they are: cleaner," affirmedDeputy Environment Minister Jochen Flasbarth.

Unsurprisingly, not all Germans agree with the proposed ban.

"It would be a fundamental mistake to badmouth diesels," said a spokesperson for VDA, the German Association of the Automotive Industry.

VDA points out that half of the roughly three million cars sold in Germany each year are equipped with a diesel engine. Diesel-powered cars make up 74 and 67 percent of BMW and Audi sales, respectively. Notably, about two thirds of the diesels registered in Germany today don't comply with the Euro 6 norms.

German officials stress that the ban won't be mandatory, meaning mayors who don't agree with it won't be forced to enact it. Additionally, the government won't allow mayors to ban every single older diesel-powered car. Towns will need to make exceptions, presumably for residents, for households who can't afford a newer car, and for classics.

Photo by Ronan Glon.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

Does four-wheel drive improve the already impressive Jaguar XF?

4

RE: Audi S1: UK Review

Thursday 5th June 2014
Audi S1: UK Review
There are good fast Audis and there are bad ones - which is the S1?

Just what the hell are 'drumble flaps' and how do they benefit the driving experience of the Audi S1? If the press pack doesn't have the answer perhaps the Viz Profanisaurus will.

We'll get back to you on that.

S1 in its element in the elements

In the meantime let us once again ponder the 'good fast Audi/bad fast Audi' conundrum and consider how one brand can blow so hot and cold with its performance products. Actually let's not. Let's just enjoy the fact the S1 seems to be one of the good'ns.

The accusation many Audis are merely premium priced spin-offs of VW group platforms sold at considerable profit to the status obsessed is an easy one to make. True, under Dr Ulrich Hackenberg's steely gaze Audi has become a master of eking out seemingly endless derivatives from a common pot of parts and platforms. But he must have had his back turned when someone suggested slinging a narrowed TT S back axle into the A1 to create a four-wheel drive supermini hot hatch and then actually sold 333 of them at £40K-plus. All without the apparent involvement of the Quattro division.

Four times the fun
It's probably just as well for those involved in such a stunt thatproject was so well received. And has been allowed to morph into a mass production S1, with a switch from the old EA113 with 256hp and 258lb ft to latest EA888 engine with 231hp and 272lb ft.

Baby dimensions, grown-up features (and price)

And here it is; Audi's core brand values of huge turbocharged power, four-wheel drive and rally ancestry transposed onto the hot hatch. Matt rather liked the S1despite an oddly routed press launch in Sweden, leaving the verdict hanging on the predictable 'we can't wait to try one in the UK'. Now we have.

Let's deal with the price issue up front. Our test car's bottom line starts with a three, totalling £31,555 thanks to a slightly odd path through the options list. Many of the items individually chosen like the 18-inch wheels, coloured brake calipers and various interior bits (see below for a breakdown) are actually wrapped up in the Quattro interior and exterior styling packages priced at £1,695 and £1,295 respectively. With both of those added to the three-door's base price of £24,905 you'd have a considerably more exciting looking car with contrasting black roof, spoiler, rear panel and colour coded interior console and seat backs, a la certain Clubsport spec Porsches, for just under £28K. Which is still a hell of a lot for a supermini but easily achievable in a Mini showroom and theoptions list.

Lever to left of wheel actuates gear changing...

Substance over style
But when you consider the technology beneath it almost - almost - begins to look reasonable. As boasted by the press pack it has, like all other S Audis, fully active front to rear torque distribution via a rear-mounted electronically controlled differential while torque vectoring and other brake-actuated trickery influence the behaviour of the passive diffs in the axles. There's more cool stuff too, like a bespoke magnesium gearbox casing, two-mode adjustable dampers, bespoke suspension components and more besides. And the 'drumble flaps'? Apparently a bastardisation of the German word Drall, meaning swirl and tumble and incorporated into the intake system for 'optimum mixture formation'. No need for the Hail Sweary then.

And it's a hoot. All the controls are well weighted and harmonised, the brakes don't grab, the gearshift is fast and precise, the steering is positive if not feelsome and though there's the familiar Audi Drive Select options there's mercifully little mode faffery to get in the way of enjoying it. And, get this, it's even got a sense of fluidity to the damping. Whoever set this car up knew what they were doing and worked hard on the whole package.

But there's character too. In some applications this engine can feel a bit overboosted and tuned to dump all the torque in your lap in one hit. And although the spec sheet shows you get your full 272lb ft from just 1,600rpm there's almost a hint of turbo lag in this application - just a hint mind - that gives a real sense of forced induction thrust. Turbos are a big part of fast Audi heritage and it's nice to be reminded of it, albeit without the actual inconvenience of genuine lag.

Beauty in the eye of; let's just say it goes well

Scooby-do
It all adds up to a car that really flows, the compact size, traction and broad spread of easily accessible power making it a fearsome backroad weapon, especially in the foul conditions of our test period. Imagine old-school Subaru performance in a supermini-sized package and you're pretty much there. OK, you could have a properfor the same money but there's something appealingly bonkers about having all this in such a small car.

Ride the boost or row around the box, the S1 is always eager, goading you into earlier and earlier throttle applications as you learn to trust in the ability of the chassis to put it to good use. It's pretty ruthless about holding a line and beyond a predictable nose-led stance won't go beyond four-square neutrality even with provocation. But by heck it's effective. If the bald stats don't seem that impressive just take a drive and understand how meaningless 0-62 and vmax really are to enjoying a car in its natural environment.

There are obstacles. Although livened up by the styling pack the S1 remains a bit top heavy and lumpy in appearance and rear seat and boot space - the latter reduced by 60 litres to make room for the rear axle and fuel tank - are not what you'd call generous. It's heavy too. At the points you interact with the cabin quality is good but you don't need to look far beyond that for cheaper plastics you wouldn't get in the S3 you could have for not much more money. And though they sound good four exhausts on a supermini look silly.

But a hot A1 could so easily have been something much more cynical and marketing led. That the engineers were let loose on it first is hugely encouraging and makes a degree of sense of that burly price tag.

AUDI S1
Engine: 1,984cc 4-cyl turbo
Transmission: 6-speed manual, four-wheel drive
Power (hp): 231@6,000rpm
Torque (lb ft): 273@1,600-3,000rpm
0-62mph: 5.8sec
Top speed: 155mph
Weight: 1,390kg (EU, including driver)
MPG: 40.4mpg (NEDC combined)
CO2: 166g/km
Price: £24,905 three-door/£25,635 Sportback (Before options, £31,555 OTR as per three-door test car comprising Vegas Yellow paint £475, Nappa leather S seats £650, 18-inch S Design wheels £650, folding mirrors £125, SD card sat-nav £875, storage package £110, Audi Hill Hold Assist £65, rear floor mats £60, red S branded brake calipers £315, S1 multi-function steering wheel £250, auto dimming rear mirror plus light and rain sensors £120, aluminium look vent sleeves £100, front arm rest £125, Audi Parking System Plus £595, High Beam Assist £220, cruise control £225 and Bose surround sound system £690.)

RE: Audi S1: Review

Monday 17th March 2014
Audi S1: Review
Hot Audis are famously hit and miss dynamically, so how does the S1 fare?

All journalism should be about objectivity, especially when wittering on about cars. Previous prejudices, personal preferences and brand loyalties have to be cast aside to deliver a reliable verdict on whatever new car lays waiting at the airport car park.

Probably fun here. We didn't get to find out

But that was always going to be a struggle with thebecause, to these eyes at least, it looks absolutely marvellous. The wheels are right out in the corners, the (optional) black roof gives the impressions of lowering the car and the black rear panel, a la A1 Quattro , is a great feature. Four exhausts remain wholly unnecessary and rather naff however.

The good news continues inside because the S1 just gets the simple stuff right. The gearknob is just the right size, as is the wheel diameter and thickness. The three (yes three, the S1 is manual and manual only) stainless steel pedals are just where you want them from the off too; perhaps the seat could do with a little more support but that's a minor gripe. Best steer clear of the quattro interior styling package though, which colour codes the transmission tunnel and seat backs with the outside. Garish could be an understatement.

That'll be the improved 'spontaneity' then

He's called the Stig
Given the effort Audi had gone to with the S1 launch (actual Stig Blomqvist was there, with road and rally-spec Sport Quattros too), the roads were a bit of a disappointment. Perhaps it was churlish to expect any more from Sweden but the initial 90km from airport to hotel (see it here ) revealed very little thanks to strictly enforced speed limits, lots of slush on the roads and vast open corners.

What's immediately apparent though is the S1's speed. It's a seriously quick little car. With only 1hp more than a Golf GTI Performance and, amazingly, another 39kg to carry around, it really shouldn't feel any faster on the road and yet it does. Lag disappears at about 1,800rpm and the S1 is pulling hard from about 2,500. Fairly short gearing only exaggerates the impression. Yes it lacks a bit of top-end ferocity, the power tailing off beyond 6,000rpm, but given the performance elsewhere that seems almost irrelevant. Is the S1 perhaps nearer the A1 Quattro's 256hp than Audi are letting on?

Moreover the noise is great, the four-cylinder turbo sounding far less synthesised than the both the Golf and. Maybe four pipes is a good idea...

Red in lights can be deleted. Phew.

Pipe dreams
Audi is particularly proud of the S1's standard-fit variable dampers with two modes and switchable through the Drive Select system. As appears to be the VW Group way, the difference between normal and dynamic is fairly subtle; the S1 is always firm, but dynamic mode doesn't ruin the ride despite further stiffening the dampers.

Furthermore there's no crash or thump despite a short wheelbase and the firm ride, the S1 remaining composed and flat in all circumstances we could throw at it. Dynamic mode is preferable as efficiency has a horribly spongy throttle response and it also adds a little more weight to the steering over auto. Never is the steering exactly communicative, but what did you expect?

Audi's original plan for the S1 was to show off its fancy new multi-link rear axle and 4WD (up to 50 percent of the power can go back) with some ice driving. Unfortunately, this wasn't possible due to Sweden's (relatively) mild weather. What we got instead was two laps of a tiny handling circuit behind an S3 saloon pace car. Brilliant.

We're all for brightening up interiors but...

Handling the disappointment
What did we find out? Perhaps most encouragingly of all, ESC off really does seem to mean off. And if it doesn't, it is hugely lenient! The modified pivot bearings and revised steering means the S1 is really keen to turn in without feeling nervous; coming off the throttle will see the front tighten its line or even bring the rear round slightly if enough speed is carried.

The brakes (310mm discs at the front 272mm at the rear) are strong and don't feel quite as grabby at top of the pedal as some other VW Group models can. The winter tyres may have lent the S1 an extra level of fun, but the early impressions of the S1's handling are very positive. The sense of agility and eagerness completely belies that rather podgy kerbweight.

Though a rather old-fashioned cliche, the S1 is a proper pocket rocket. But that has its downsides too, namely in terms of space. Though this is PH and not What Car?, a hot hatch should be able to cover all the bases all the time. The S1, with its tiny boot and quite cramped rear seats, can't really. A Leon Cupra 265 SC is just £790 more than the 3-door S1 and that will tick more boxes for more people. But on sheer fun and perhaps desirability the Audi may just have it. We can't wait to try one in the UK to know for sure.

AUDI S1
Engine: 1,984cc 4-cyl turbo
Transmission: Six-speed manual, 4WD
Power (hp): 231@6,000rpm
Torque (lb ft): 272@1,600-3,000rpm
0-62mph: 5.8 seconds (Sportback 5.9)
Top speed: 155mph (limited)
Kerbweight: 1,390kg (Sportback 1,415kg)
MPG: 40.3 (NEDC combined, Sportback 39.8)
CO2: 162g/km (Sportback 166g/km)
Price: £24,900 (Sportback £25,690)

RE: Audi RS7 Sportback: Review

Wednesday 17th July 2013
Audi RS7 Sportback: Review
Like the RS6 but not so keen on the fast dog basket Avant shape?

Like the RS6 but not so keen on the fast dog basket Avant shape? Sign here!

The wild inconsistency of Audi's chassis department is one of the great mysteries of the modern motoring world. Quattro GmbH, responsible for Audi's hotter models, has varyingly turned out such hits as the R8 and the recent RS6 and such misses as the current RS3 and RS4, which in their own ways irritate and frustrate. Given that the new RS7 has much in common with the RS6 thatyou'd have to hope it's in the former camp...

Coming to a back bumper (very) near you soon

There will be no RS6 saloon. This five-door fills the sub-Avant niche with the kind of rakish coupe-like roofline that seems to be all the rage at the moment; think,and. Indeed, the hottest versions of each of those are squarely in the RS7's sights according to the press material, as well as, curiously, the Jaguar XKR-S. [Yes, we checked with Dan and Audi did say XKR-S, not XFR-S... - Ed.]

Remember when Audi said it'll only do one RS model at a time to keep the badge exclusive? Times change. This new RS7 becomes the eighth RS model in the current line-up and in 2013 Audi will deliver 15,000 RS and R8 units globally, up 30 per cent on last year.

Downsized, not downplayed
From time spent with the RS6 we know the drivetrain is quite brilliant. The engine is a 4.0-litre V8 with a pair of turbochargers in the vee to give 560hp and 516lb ft from 1,750rpm. Power goes, naturally, to all four wheels via the market leading ZF eight-speed auto. The centre differential can shuffle power fore and aft from the default 40:60 split to extremes of 70:30 and 15:85, while a limited-slip differential manages power between the rear wheels.

Drive slowly to keep that spoiler stowed...

The RS7 bounces off the line in true all-wheel drive style to hit 62mph in a staggering 3.9 seconds. As standard the top speed is set at 155mph, but you can pay a bit for the Dynamic package to lift that to 174mph, or a bit more for the Dynamic Plus package if you need to hit 189mph. Audi claims 28.8mpg on the combined cycle, but you should chop seven or eight points from that for a more realistic figure.

UK cars will come as standard with air suspension, which lowers the body by 20mm but promises to optimise ride comfort. Buyers can choose steel springs should they prefer a sharper driving experience. With this option comes Dynamic Ride Control, which diagonally connects the dampers to manage roll. The RS6, it's worth noting, rides well on steel springs on UK roads, even on 21-inch rims.

Chip off the same block
Audi's mainstream models are now so familial in their styling that the striking A7 body comes as something of a relief. Although not traditionally pretty, it does at least look interesting with its falling roofline and sharply truncated rear end. Aggressive body styling, carbon fibre trim and a pair of large oval exhaust exits lift the RS7 from its cooking stable mates. The quality of the cabin is good, but it does disappoint a little for being so clearly the same as a standard A6's.

Much like the RS6 inside, just cosier

The drivetrain is, pleasingly, as one remembers of the RS6. There is no lag, just an instantaneous surge of thrust that is quite shocking in the lower gears. It continues to pull hard right into its higher reaches, but it does its best work in the mid-range; truly a brilliant powerplant that is so well suited to this kind of car. Similarly, the ZF eight-speed auto shifts quickly and smoothly up and down the cogs and always in deference to the driver's demands. In town it's refined and effortless, but in manual mode it responds so quickly you'd swear it was a twin-clutch unit.

Big stick/speaking quietly
Only one issue concerns the engine and that's aural output, or rather the lack of it. The optional sports exhaust does add a touch of appeal in the lower reaches and some pleasing pops and crackles on the overrun, but the noise from 4,000rpm onwards is all turbo whoosh with nothing to hint at the eight cylinders banging up and down up front. In these terms the RS7 loses out heavily to the CLS63 AMG, which immediately feels more characterful for its distinctly V8 exhaust note.

LEDs and gaping vents boost uberholprestige

The ride quality on steel springs and 21-inch wheels is marginal at best. At low speed it is rather lumpy, even in Comfort mode, and although this does smooth out to a degree at speed it never achieves the RS6's degree of compliance. In Dynamic mode ride comfort falls to pieces and the car even begins to hunt out cambers and ruts, tugging you perceptibly across the road. We'll reserve judgement until we've had a proper try, but anecdotal reports suggest the standard air suspension and smaller 20-inch wheels improve matters a great deal.

Taming the beast
Naturally, the firmer setting is necessary when pressing on because the Comfort mode just cannot contain the lateral masses of a two-tonne car with any degree of composure. With the effective extra spring rate body control does improve markedly and the RS7 proves itself capable of carrying huge speed across country. Turn in bite is very strong indeed, but more surprising is that the rear end can be persuaded to take on a degree of attitude on the entry phase of a corner should you trail brake slightly. This isn't an entirely inert, aloof chassis and with the torque vectoring and rear differential it does respond keenly and with athleticism once you get on the power, but - ultimately - hinting at the Jaguar XKR-S was a bit of a tease.

Thumping twin-turbo V8 punches with ferocity

We don't expect steering feel from cars such as this one, particularly now thatpower steering is so prevalent, but we shouldn't necessarily be denied direct, intuitive steering. The RS7's is neither and in Dynamic mode it feels horribly artificial. It also doesn't self-centre on corner exits under power as your intuition tells you it should, which can cause the occasional alarming moment as you hurriedly unwind excess lock.

The RS7 is massively effective over long journeys, effortless in town, sure-footed in adverse conditions and capable of alarming cross country pace, but on first impressions it doesn't deliver the fun and enduring allure of a true sports cars or, for that matter, the CLS63 AMG and M6 Gran Coupe. A fast Audi, in other words.

AUDI RS7 SPORTBACK
Engine: 3,993cc, V8, twin-turbocharged
Transmission: 8-speed ZF automatic, four-wheel drive
Power (hp): 560hp@5700rpm
Torque (lb ft): 516lb ft@1750-5500rpm
0-62mph: 3.9sec
Top speed: 155mph (174mph and 189mph optional)
Weight: 1,995kg
MPG: 28.8mpg (claimed)
CO2: 229g/km
Price: £83,495

Can Jaguar’s new XF go straight to the top of the exec class? We test the new 2.0-litre diesel against the Audi A6 and BMW 5 Series

Jaguar is on a roll with its upmarket saloons.

is on a roll with its upmarket saloons. The XEjunior exec has already beaten the BMW 3 Seriesand Audi A4this year, while the larger XFshrugged off the challenge of the Audi A6when we tested them head-to-head last month. But those two cars featured 3.0-litre V6 diesels, which aren’t as popular as the more efficient 2.0-litre diesel trio we’ve lined up here.

This is the company car heartland, so if the XF wants to reign in the executive saloon class, it will have to beat its German rivals once more. And we know how strong they are.

The BMW 520d is a tough opponent, thanks to its blend of strong performance, frugality and upmarket looks. Plus, there’s a good amount of space on offer for the family.

Audi’s A6 Ultra maximises what you can get from a full tank, too, and teams this with usability, power and a sharp design. It reigned supreme in our 2015 New Car Awards, taking the Best Executive Car crown, so the Jag’s got a fight on its hands.

But with fresher styling and the British brand’s latest 2.0-litre Ingenium diesel, does it have the firepower to pull off the win?

Image 2 of 17

Head-to-head
Lights

Lights are a big part of car design, as manufacturers explore new technologies. All three cars here boast smart headlamps and tail-lights so you know exactly what car you’re following in the dark. But clever LED headlights also help improve visibility and safety, so there’s a practical benefit to these design-led developments, too.

Driving modes

All our cars feature adjustable driving modes to tailor throttle response and steering weight for sportier driving or comfortable long-distance cruising. The systems impact on every model’s character, but the biggest differences come in the Jaguar, where Dynamic, Normal and Eco offer a broad change.

Rear access

Exec saloons need to cope with modern family life. The old XF struggled when it came to rear access, but the larger doors on the new car have addressed that issue. The BMWand Audiare just as flexible – the A6’s standard powered tailgate helps a lot.

Verdict
1st place: Jaguar XF

Image 3 of 17

The XF beat the A6 in our V6 diesels test, and it’s conquered the BMW and Audi here in a battle of the more popular 2.0-litre engines. It’s slightly more expensive, but with all running costs considered, the Jag is a real competitor. Plus, it’s fun to drive and boasts superb agility for a car this size. The XF has really improved its usability, while modern styling completes its evolution.

2nd place: Audi A6

Image 8 of 17

Our 2015 Best Executive Car has been toppled. The A6 is cheaper than the XF, but it can’t match it for overall appeal. Although quality is good, it feels a generation behind the Jag inside, while the A6’s chassis can’t compete in this company. It’s more efficient on paper, but savings for company car buyers will be offset at the pumps, where the XF beats it.

3rd place: BMW 5 Series

Image 13 of 17

The 5 Series is still great to drive, yet while it’s just got the edge on the Jaguar for ride and handling, the XF is a more appealing package. Here, practicality, kit and efficiency are more important than performance. The A6 Ultra nearly matches the 520d for performance, and offers more kit at a cheaper price, with lower running costs. So the BMW takes the wooden spoon.

Coming soon

Due: Mid 2016  Price: £35,000 (est.)
Engine: 2.1-litre 4cyl, 180bhp (est.)

Mercedes’ new E-Class, coming next year, promises to be a big improvement, with lots of technology borrowed from the luxurious S-Class. With four-cylinder diesel power and plenty of passenger and luggage space, the E-Class could give the XF a run for its money.

Figures Jaguar XF Prestige 20d 180 Auto Audi A6 2.0 TDI Ultra SE S tronic BMW 520d SE Auto On-the-road price/total as tested £34,550/£46,520 £33,825/£44,525 £33,915/£39,250 Residual value (after 3yrs/30,000) £15,271/44.2% £14,332/42.4% £15,899/46.9% Depreciation £19,279 £19,493 £18,016 Annual tax liability std/higher rate £1,380/£2,760 £1,283/£2,567 £1,287/£2,573 Annual fuel cost (12k/20k miles) £1,335/£2,225 £1,420/£2,367 £1,683/£2,805 Ins. group/quote/road tax band/cost 27/£557/C/£30 31/£591/B/£20 34/£651/B/£20 Servicing costs £525 (5yrs/50k) £1,029 (3yrs)/£18 p/m £525 (5yrs/50k) Length/wheelbase 4,954/2,960mm 4,933/2,912mm 4,907/2,968mm Height/width 1,457/1,880mm 1,455/1,874mm 1,464/1,860mm Engine 4cyl in-line/1,999cc 4cyl in-line/1,968cc 4cyl in-line/1,995cc Peak power 178/4,000 bhp/rpm 187/3,800 bhp/rpm 187/4,000 bhp/rpm Peak torque 430/1,750 Nm/rpm 400/1,750 Nm/rpm 400/1,750 Nm/rpm Transmission 8-spd auto/rwd 7-spd auto/fwd 8-spd auto/rwd Fuel tank capacity/spare wheel 66 litres/repair kit 73 litres/space-saver 70 litres/run-flat Boot capacity (seats up/down) 540/963 litres 530/995 litres 520/N/A litres Kerbweight/payload/towing weight 1,595/655/2,000kg 1,660/580/2,000kg 1,705/610/2,000kg Turning circle/drag coefficient 11.6 metres/N/A 11.9 metres/N/A 12.0 metres/N/A Basic warranty (miles)/recovery 3yrs (unlimited)/3yrs 3yrs (60,000)/3yrs 3yrs (unltd)/3yrs Service intervals/UK dealers 21,000 miles (2yrs)/97 Variable/121 36,000 miles (2yrs)/153 Driver Power manufacturer/dealer pos. 2nd/3rd 13th/25th 14th/23rd NCAP: Adult/child/ped./assist/stars 92/84/80/83/5 (2015) 91/83/41/86/5 (2011) 95/83/78/100/5 (2010) 0-60/30-70mph 9.3/8.6 secs 8.5/7.3 secs 8.4/7.6 secs 30-50mph in 3rd/4th 3.1/3.6secs 2.8/3.9 secs 2.9/3.4 secs 50-70mph in 5th/6th/7th/8th 5.1/6.4/8.2/15.0 secs 6.0/10.1/30.3/N/A secs 4.8/6.2/7.9/14.8 secs Top speed/rpm at 70mph 136mph/1,700rpm 144mph/1,400rpm 145mph/1,700rpm Braking 70-0/60-0/30-0mph 67.4/45.7/10.7m 66.9/44.3/11.9m 67.9/51.2/11.3m Noise levels outside/idle/30/70mph 75/52/63/69dB 76/52/62/68dB 76/52/63/69dB Auto Express econ (mpg/mpl)/range 45.0/9.9/653 miles 42.3/9.3/679 miles 35.7/7.9/550 miles Govt urban/extra-urban/combined 54.3/74.3/65.7mpg 60.1/72.4/67.3mpg 57.6/76.3/68.9mpg Govt urban/extra-urban/combined 11.9/16.3/14.5mpl 13.2/15.9/14.8mpl 12.7/16.8/15.2mpl Actual/claimed CO2/tax bracket 168/114g/km/20% 179/109g/km/19% 212/109g/km/19% Airbags/Isofix/park sensors/camera Six/yes/yes/£355 Six/yes/yes/£810* Six/yes/yes/£375 Auto gearbox/stability/cruise control Yes/yes/yes Yes/yes/yes Yes/yes/yes Climate control/leather/heated seats Yes/yes/yes Yes/yes/£320 Yes/yes/yes Metallic paint/xenons/keyless go £675/yes/£500 £675/yes/£1,180** £675/yes/£695 Sat-nav/USB/DAB radio/MP3 Yes/yes/yes/yes Yes/yes/yes/yes Yes/yes/yes/yes

2016 Nissan X-Trail Hybrid Makes Its Indian Debut At The Auto Expo

The third generation of the X-Trail SUV made its Indian debut at the Auto Expo.

The third generation of the X-Trail SUV made its Indian debut at the Auto Expo. The cars that have been showcased are the hybrid variants of the SUV. It made its debut along with the GT-R.

Guillaume Sicard, President, Nissan India Operations, commented: “Bringing these two standout models to India shows Nissan is a brand going places. Nissan GT-R and X-Trail Hybrid each have their own strengths as great examples of Nissan engineering and technological expertise, and embody our brand promise of ‘Innovation and Excitement’. Having created a strong foundation for success by building our local presence and extensive retail network, we are now introducing a wave of dynamic and exciting products through the mid-term that will draw fresh eyes to our brand.”

Powering the hybrid SUV are a 2.0 litre MR20 DD petrol engine and a 31 kW electric motor working together. It will be mated to an XTRONIC CVT automatic gearbox and power will be sent to all four wheels via Nissan’s electronic 4WD system. It is is based on the Common Module Family (CMF) platform and was unveiled at the 2013 Frankfurt Motor Show.

Nissan says that the SUV will launch in India after the GT-R, which launched in September. India will be the fourth country to get the hybrid version of the X-Trail. It competes with the Honda CR-V, Hyundai Santa Fe, Isuzu MU-7, Chevrolet Trailblazer, Mitsubishi Pajero Sport, Toyota Fortuner and the Ford Endeavour.

RE: Audi A3 Cabriolet: Review

Monday 9th December 2013
Audi A3 Cabriolet: Review
As S3 Cabriolet is confirmed PH takes a drive in the warm-up act standard version
We're not in the habit of making a beeline for new, not-all-that-sporting small soft tops here at PH.

We're not in the habit of making a beeline for new, not-all-that-sporting small soft tops here at PH. But, launched in conjunction with the new, Ingolstadt's latest A3 Cabriolet also piqued our interest.

How to make an Audi hatchback exciting?

The old drop-top A3 wasn't a looker - it had the proportions of a Euro NCAP-tested A5 Cabriolet - but this new car is based on the A3 Saloon's 'technical platform', according to Audi. Put simply, that means it's longer, sleeker and much more elegant than before.

Three engines will be on offer in the UK when the car hits shores in spring 2014 - a 140hp 1.4 petrol turbo, a 150hp 2.0-litre turbodiesel and the 180hp 1.8-litre TFSI turbo petrol. A 300hp S3 Cabriolet based on the same platform as the hatch, Sportback and saloon equivalents is confirmed as joining the range at a date to be confirmed

Going topless
The A3 Cabriolet sets its stall out straight away - it's not a sports car. But it's not entirely without appeal.

The 1.8 four-pot needs to be revved to extract the best from it, even with 184lb ft spread between 1,250 and 5,000rpm. At least it sounds willing when you're working it, with a crisp(ish) four-cylinder rasp. Snappy upshifts from the seven-speed DSG transmission suit the character of the motor down to the ground, too.

Well, going al fresco is one possible way

Officially, 0-62mph takes 7.8 seconds for the front driver (although Quattro four-wheel drive is an option), but the A3 Cab is more of a cruiser. It feels impressively solid, with scuttle shake only just apparent on extremely ruffled roads.

Roll is kept to a minimum, and even in lower, firmer S line spec, the ride is smooth and controlled. Although the Cabriolet's steering isn't particularly communicative - the most you'll get is a slight wriggle from the wheel signifying a whiff of understeer or wheelspin - there is a useful amount of grip to exploit. Shame, then, that you never quite know where the limits are.

Real-world reasoning
Outside of PH land and in the real world, the 1.8 TFSI A3 Cabriolet does things really rather well. It has a 320-litre boot (275 litres with the roof down), returns a claimed 48.7mpg with 133g/km CO2 and costs £30,270. However, for a little under 700 quid extra you could have a more balanced, six-cylinder BMW 125i Convertible if going topless is your thing.

Possibly a few more hp required for PH appeal

It's comfortable, with a typically well-appointed Audi interior, and the heated seats and fans that blow warm air onto your neck are ferocious. Tick this box if you're buying one in the UK.

A special, albeit optional, acoustic hood means its pretty much as quiet as a hard top when the roof is up, which can be raised and lowered in just under 18 seconds at up to 31mph - not the swiftest, not the slowest, but certainly one of the most refined.

In fact, the part-magnesium roof mechanism means the A3 Cabriolet tips the scales at a relatively modest 1,505kg (for a four-seat convertible). This helps all-round, with relatively decent performance, agility, efficiency, ride and handling. The A3 Cabriolet is a sweet little convertible and just sporty enough with the 1.8 unit. We'll perhaps wait for the one prefixed with a capital 'S' and the full beans 300hp before we get too excited though.

AUDI A3 CABRIOLET 1.8 TFSI
Engine: 1,798cc, 4-cyl petrol, turbocharged
Transmission: seven-speed dual-clutch DSG automatic, front-wheel drive
Power (hp): 180@5,100 - 6,200rpm
Torque (lb ft): 184@1,250 - 5,500rpm
0-62mph: 7.8sec (S tronic)
Top speed: 150mph
Weight: 1,505kg
MPG: 48.7mpg (S tronic, claimed)
CO2: 133g/km
Price: £30,270

RE: Audi S3: Driven

Monday 15th April 2013
Audi S3: Driven
It's extremely competent and satisfyingly quick, but the new S3 still lacks a little 'je ne sais quoi'
The cooking versions of the new Audi A3 have already gone down well, with awards and reviews heaping accolades on its smart but conservative character.

The cooking versions of the new Audi A3 have already gone down well, with awards and reviews heaping accolades on its smart but conservative character. Par for the course, then. This being PH we've waited forbefore getting in on the new A3 party, all the while hopeful that the praise heaped on the dynamic ability of the new MQB platform on which this and theare based live up to the hype. With the S3 going up againstit's going to have to.

Smart but conservative. Par for the course, then...

So, the new S3, then. To look at, it's... well, as you might expect, really. Sharp in all the right places, with a hint of menace, but very much in-keeping with Audi's design language and a short step from the old car, rather than a huge leap. 'Implied' air vents in the front bumper, as Audi describes them, raised a chuckle, but the rest is a tad on the dour side - though it should be said that the M135i isn't the world's greatest looker either.

Inside, more of the same. The dash is nicely built and looks OK, but there's not much in here to distinguish S3 from A3, with the exception of some natty sports seats. The optional one-piece jobs are even better, mind, and look great with diamond-stitch quilting.

So far, so S3, then, but is it the same story out on the road? Well, in a word, yes. There's still the same plentiful grip from the Haldex style Quattro system, here set up with a 95:5 front/rear bias, making it to all intents and purposes a front driver under full-friction conditions. The system can divert up to 50 per cent of the power to the rear wheels, after which point the ESC starts to cut in and brake the front wheels.

Balance and grip are superb

That rarely happens, though, as the chassis balance is excellent with the standard suspension; remarkably neutral and exceptionally forgiving. It's utterly consistent and will perform faithfully in the exact same way, corner after corner, without any surprises. Same goes for the steering, which is a progressive system, but doesn't feel invasive with it. However, it is rather dull and wooden - it feels as though Audi has added weight to compensate for a lack of feel, giving it an appealingly solid meatiness but without much in the way of involvement. Audi does offer its Magnetic Ride Damper Control system as an option on the S3, and it can be adjusted through the Drive Select system; however, we're not sure it needs it.

The new from the ground up 2.0-litre TFSI engine doesn't quite tick all the boxes aurally - there's an electromechanical sound actuator in the bulkhead that feeds sound into the cabin, as well as a sound flap in the exhaust, but despite the additional volume the S3 doesn't snarl likeor a Megane 265 . That said, the new engine is a strong bit of kit, offering 300hp and 280lb ft. That means a 0-62 time of 5.2 seconds in the manual example we're testing here, though while it's punchy, it never feels quite as fast as it is.

Interior solid, but could be more special

That's actually a sentiment you can apply to much of the new S3. For many it'll be the perfect hot hatch, combining all-weather performance, balance, comfort, fuel economy and quality into a smart-looking package that's competitively priced. It's good to drive fast, too. And for that combination of talents, it should be applauded. However, it lacks that final layer of sparkle that'd make it a truly great hot hatch - and for that reason, those seeking truly exhilarating driving thrills will probably be better off elsewhere. No need yet for the M135i to be quaking in its boots.

AUDI S3
Engine: 1,984cc 4-cyl turbo
Transmission: 6-speed manual (6-speed S Tronic optional), four-wheel drive
Power (hp): 300@5,500-6,200rpm
Torque (lb ft): 280@1,800-5,500rpm
0-62mph: 5.2 sec (S Tronic: 4.9 sec)
Top speed: 155mph (electronically limited)
Weight: 1,395kg
MPG: 40.4 (NEDC combined; S Tronic; 40.9)
CO2: 162g/km
Price: £30,500 (S Tronic: £31,980)

RE: Driven: Audi RS4

Wednesday 13th June 2012
Driven: Audi RS4
Harris gets to grips with the reborn Audi RS4 - has it kept the magic of the last one?

There appear to be more potential electronic chassis and powertrain configurations of the new Audi RS4 than there are bodystyles for the Ford Transit. With the optional MMI Individual mode and the Dynamic steering fitted, there are 12 different permutations of damping, powertrain, steering and locking differential. How you greet this information will to some degree determine how you respond to the RS4. Anyone who loves to tinker and fiddle, walk this way.

Big V8, estate body, great noise - welcome back!

The rest of you, listen hard. The RS4 is in many ways a very good car, but it can also be very frustrating.

You know: 450hp at 8,250rpm, 317lb ft at 4,000rpm and an empty kerb weight of 1,795kg. Now it would be ridiculous to suggest any 3 Series-sized car with 450hp was lacking guts, but compare the torque-to-weight ratios of this and theand they don't tell a pretty story for the new car. They share the same 317lb ft - although you waited 1,500rpm longer in the old car - and yet the B7 weighs 80kg less. It's 177lb ft per tonne versus 186lb ft per tonne.For the record, a C63 AMG, even without the power-pack, has 442 lb ft.

Who said the drivetrain options are complex!

All the gear...
Nor, for some people, does the deletion of a manual gearbox in favour of a dual-clutch unit with seven forward gears represent an improvement. The chassis is effectively an updated version of the S4's 4WD system with the clever Sport Differential travelling through lighter aluminium suspension components and some very fancy, optional 20-inch forged wheels.

To these eyes, the RS4 absolutely looks the part - I'm sure it has the showroom battle already won for many people with those blistered arches, that matt chromework and a suggestive shoulder-line. This car does subtle-threatening as well as anything in recent memory. The cabin is standard Audi A4 with extra trimmings and new clock faces - which means in many ways it's beginning to look and feel a bit dated, some of the plastics are unpleasant, but the RS touches really lift it. Our car had the standard seats, but buckets are an option. Good to note that the standard chairs go nice and low.

Engine is basically as before, rest has moved on

To me it is a point of great frustration that the new RS4 isn't a one-stop-shop. You cannot just get in it and expect to have all bases covered as you might hope. For starters there's all that configuring going on. There are pre-sets that simply take all parameters and lock them either in Automatic, Comfort or Dynamic but none of them quite hits the spot. I found the best balance on the road was Comfort chassis (Dynamic is absurdly harsh), Dynamic differential, Dynamic powertrain and Comfort steering. But then driven in automatic mode, the 'box was upshifting too late for my parsimonious tastes.

Simplicity, made complex
I have nothing against toys and some level of adjustment theatre, but the RS4 is too complicated for me. This is a car that is supposed to do all things for most people - lump children, dog, grandma and wardrobe and then reward the driver when he or she is alone. That was one of the best things about the last RS4 - it just worked out of the box.

S Tronic only this time round, sadly

The S Tronic transmission is very impressive and, despite missing the manual, I will concede that for most people it will be a welcome addition. Manual shifts are incisive and delivered with a crack from the exhausts. It doesn't matter if you're outside or inside, this car sounds the business - and there's the option of a sports exhaust too.

The optional Dynamic steering (variable ratio) is probably best avoided. In the heaviest setting it's dead and requires way too much effort and the way it adjusts the amount of lock required according to speed is sometimes counter-intuitive. I didn't get to try the standard electro-mechanical steering, but a man I trust said it was better but still incapable of drawing you into the experience. I want to drive a car on 19-inch wheels and with normal steering ASAP.

RS4 really comes alive when thrashed

Driven to distraction
Strangely, this is a car that actually comes alive when you absolutely grab it by the scruff and hammer it: then you really reap the benefits of that 8,500rpm limiter, the fast shifts and a 4WD system that remains neutral through a turn and then allows some slip from the rear axle. It's not a drift king, but this car doesn't feel front-driven - and that's the biggest advantage it holds over the B7 RS4.

This leaves the RS4 in a slightly confusing situation. Push very hard and it reminds you that Audi's RS engineers are willing to de-specify the brand statement understeer, but at sane speeds this car is both lacking in sparkle and low-effort performance. Ride comfort will be marginal in the UK too - even on the softest setting.

Nice to see the rev counter still has an '8'

Other stuff? The brake pedal is good for an Audi - we had the normal steel discs that measure 365mm up front. The top speed is limited to 155mph, but that can be lifted to 174mph. Claimed fuel economy is 26 percent better than the last RS4, but much of that must be down to the longer 7th gear and the electric steering. Drive it hard and this is still a very thirsty machine.

For many people the RS4's blend of badge, all-weather performance and brilliant styling will already have sealed the deal. I agree that it's a compelling recipe. But it isn't perfect and in lacking that one-stop omnipotence and not having enough torque for low-pulse devastation, for me it doesn't have the magic of the B7 version. The first time you drove one of those, you just found yourself thinking, "This is pretty much bang-on-the money." The same isn't quite true this time around. Equally, if you just love revving the tits of an amazing V8, this might just be the car for you.

Standard A4 cabin with added RSness

It's a better car than an RS5 though - whose chassis was quietly and successfully updated with these RS4 attributes earlier this year - because it is more practical and therefore will appeal to a wider audience.

AUDI RS4
Engine: 4,163cc V8
Transmission: 7-speed dual-clutch auto (S Tronic), 4WD
Power (hp): 450@8,250rpm
Torque (lb ft): 317@4,000rpm
0-62mph: 4.7sec
Top speed: 155mph (limited, increasable to 174mph 'on request')
Weight: 1,795kg
MPG: 26.4mpg (NEDC combined)
CO2: N/A
Price: TBC

Jaguar claims 4WD will maintain XF’s agility, even in wet and slippery conditions

Jaguar has introduced a four-wheel-drive option on its new XF saloon .

. Available to order now with the 178bhp 2.0-litre Ingenium diesel and automatic gearbox, it is the first time Jaguar has offered AWD with a four-cylinder engine.

The system features Jaguar's Intelligent Driveline Dynamics (IDD), which was first seen in the F-TypeAWD. It can shuffle power to the front wheels when slip is detected to maximise the performance of the car. Jaguar claims the system helps preserve the XF’s agility.

Image 2 of 9

It also adds an ‘adaptive surface response’ mode to the Drive Control system to help in wet conditions, which Jaguar is promising will result in superb composure even in the most adverse weather conditions.

Prices start from £36,350 with deliveries expected in the spring. At the same time, the 178bhp diesel manual XF can now be specified with Adaptive Dynamics continuously variable dampers.

What do you think of the Jaguar XF AWD? Let us know in the comments section below...

RE: Audi RS6 Avant: Driven

Wednesday 10th April 2013
Audi RS6 Avant: Driven
The flagship of the Audi RS range gets a downsized engine but upsized performance
So, all-new Audi RS6, your great chance to prove our doubts in fast Audis wrong and demonstrate fancy new technology like 'inside out' turbo installations and the rest really can deliver more than just impressive stats.

RS6 longer & wider but lighter than rivals

You can swot up on some of the technology in the new car in our earlier story on the new RS6 but the big news for this third-gen uber Audi is, of course, downsizing. Now, all things are relative and when your starting point is a 580hp, 5.0-litre twin-turbo V10 that does give you more headroom than most to both maintain the all essential power advantage while paying token heed to fuel efficiency and CO2.

Until thearrives later this year the RS6 will be the most expensive Audi RS that money can buy; £76,985, to be precise. Rather a lot of dough for a big estate car, even one of the RS6's supercar-humbling abilities.

Loudmouth
This new RS6 is the fastest yet and cracks the four-seconds to 62mph mark with a faintly astonishing 3.9 seconds. Though the refreshed E63 AMG S - in some markets nowof course - can do it in 3.6. And, yes, that's a bit daft.

V8 soundtrack is monumental

Setting that aside for now the RS6's increase in pace over the previous V10 version comes despite the drop in size and cylinders, the new car now coming with a twin-turbocharged 4.0-litre V8 with 560hp and 516lb ft. Top speed is governed at 155mph, though like the M5 and E63 AMG, you can spec your RS6 with optional packs that raise top speed to 174mph or 189mph. If you really, really need those pub bragging rights, that is.

Shouting about your new RS6 is something you probably won't need to do, mind, as it's quite happy to do so itself. A sports exhaust option is available, but the standard system is plenty vociferous enough; hit the power and the flaps open, unleashing a gnarly V8 warble, overlaid with the turbos' jet-like whoosh. Drop the eight-speed ZF gearbox down a cog and it woofles and farts happily to itself, too.

Gripping yarn
Changing down is just fine, as the ZF 'box works well in the RS6. Shifts are swift but at the same time doesn't seem as keen to change down as it does in some other applications, allowing you to surf on the whopping torque of the V8. There's perhaps a whisker of turbo lag, but you don't really suffer, such is the brawn of the engine beneath. And when the boost kicks in ... devastating. Keep your foot planted, pull the paddle - gratifyingly, it won't change up for you in manual mode - and the surge just continues into silly numbers.

Rear bias makes RS6 feel lively

You'd expect monumental grip in a fast Audi and, duly, the RS6 delivers. The good news is that the RS6 is fun with it, too. There's a 60 per cent rear bias, which can automatically rise to 85 per cent if needs be. The result of this, and the lighter engine, is that the new car loses the nose-heavy tendency of the old car. In fact, in most circumstances, the RS6 moves like a rear-driver under power, giving it a feeling of liveliness that belies its size.

The proviso to this is that the launch cars were all equipped with the optional steel-sprung Sport Suspension Plus, based on the familiar diagonally linked DRC system. As standard, the RS6 gets adaptive air suspension, and it's the first-ever RS model to be so equipped. Unfortunately, this lack of any air-sprung cars at the launch means we can't tell you whether it's actually any good. What we can tell you is that the optional setup is a touch more supple than the RS4's, making it comfortable enough to live with day-to-day in comfort mode, though the dynamic mode may prove a little on the firm side for UK roads.

Steering could be better. Interior's nice, though.

Overpower steering
While the ride quality is acceptable, the RS6's steering is a problem. It's fast, but it doesn't give much feedback, even by the standards of other electric steering systems. Add to that a dollop too much assistance, and the result is a nervous yet remote sensation that's too artificial. You can drive around it - just - but you shouldn't really have to.

So, costs a bomb, goes hard, grips like hell, makes a good noise, iffy steering. An RS Audi then and third time round it would appear to be business as usual. We'll need to drive an air-sprung car on UK roads to make a full appraisal and, though UK cars will still be rear-drive, the comparison with the 4Matic versions ofwill be fascinating.

To be continued.

AUDI RS6 AVANT
Engine: 3,993cc V8 twin-turbo
Transmission: 8-speed automatic, four-wheel-drive
Power (hp): 560 @ 5,700-6,700rpm
Torque (lb ft): 516 @ 1,750-5,500rpm
0-62mph: 3.9 sec
Top speed: 155mph (174/189mph upgrades available)
Weight: 1,935kg
MPG: 28.8 (NEDC combined)
CO2: 229g/km
Price: £76,985 (base price)

Spied: Porsche 911 GT3 RS 4.2

New spy shots indicate Porsche is working on a new flagship for the 911 range.

New spy shots indicate Porsche is working on a new flagship for the 911 range. The hopped up 911 was seen testing earlier today on the roads of Europe.

With the 911 Rand 911 GT3 RSalready in the lineup it's hard to imagine an even harder core 911, but that's exactly what Porsche engineers are working on. The model seen here is believed to be a new range-topper called the 911 GT3 RS 4.2.

At first glance it appears as though the 911 GT3 RS 4.2 will borrow most of its aero work from the regular GT3 RS, including an over-sized rear wing and pronounced front fender vents. The rear diffuser on this test car looks similar to the unit used on the latest 911 R.

As its name implies, the most notable change over the GT3 RS will be a bump in engine displacement from 4.0L to 4.2L. Those extra cubic inches should net a noticeable advantage over the GT3 RS' 500 horsepower. Sound from the flat-six will exit through a set of unique dual exhaust pipes.

Timing for the market launch of the 911 GT3 RS 4.2 is unknown at this time, but it's possible the newest 911 could debut at this fall's Paris Motor Show. One thing is for certain -- the 911 GT3 RS 4.2 will trump the $175,900 Porsche is charging for the 911 GT3 RS.

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RE: Driven: Audi R8 facelift

Friday 26th October 2012
Driven: Audi R8 facelift
Farewell clunky R tronic, hello dual-clutch S tronic and the new and (much) improved R8 that results...
Hard to believe it is time for a new R8.

Hard to believe it is time for a new R8. Hard to believe it is six years since this bold machine made its Paris debut. But 'new' is pushing things a bit: this is a mild mid-life makeover, in truth.

Different you say? Well, yes, in parts

Cosmetic tweaks are very minor and include the inevitable front LED signature and at the rear new 'dynamic' indicators that sweep directionally to indicate which way the car is turning. Sounds gimmicky, looks quite cool, and is only a short stretch from giving Knight Rider fans what they have always wanted!

New paint options, including trendy matt finishes and new wheel designs plus increased capacity for 'individualisation' also feature. Inside the changes are blink and you miss 'em although the diamond stitched quilted leather option does look rather good. But in general, the R8's inherent design 'rightness' remains pretty much untouched. Which is fine, because there was precious little to complain about.

So long R tronic
The big news is the arrival of the S tronic double-clutch gearbox. This option replaces the flawed robo-manual R tronic. Heavier but more compact, it promises ultra-fast shifts via the conventional gear selector or steering wheel paddles, improved acceleration (three tenths faster to 62mph than the R tronic equivalent) and reduced CO2 emissions by up to 22g/km.

Cabin as good as ever, with detail tweaks

There is also a new range-topper - the R8 V10 Plus. That's plus 25hp to 550hp and plus £12,000. It is 50kg lighter thanks to use of CFRP elements (sideblades, diffuser, front splitter), ceramic brakes and seriously buckety lightweight seats. It also features unique suspension settings described by the Audi engineers as 'very similar' to the. With the new gearbox, it will hit 62mph in 3.5 seconds. Top speed is 197mph.

Before heading out to find some suitable Italian roads, we had the opportunity to try the V10 Plus around Misano for half a dozen laps. Admittedly those laps were one at a time and required a pit lane potter in between but it was a good opportunity to let the V10 off the leash and try the gearbox in extremis on the racetrack.

Willing and able
The Plus certainly impressed on its first date. Grip at both ends is excellent and it retains that nice broad window of operation from mild understeer, through neutral, to mild oversteer where you can tailor its stance to suit your style, without feeling as if you are compromising its pace. Steering feel is good, body control on smooth tarmac outstanding.

Flappy paddles now the acceptable alternative

Even when trying to unsettle the car - upshifting under hard acceleration on corner exit or downshifting, turning and braking all at the same time, the R8 refuses to bite. The gearshifts are so quick the car barely flickers from its line and of course it can channel up to 30 per cent of its thrust to the front wheels, although in 'normal' circumstances it's only half that.

In Manual/Sport it is a 'proper' manual. Drive into the limiter and it will stay there until you upshift, floor the throttle from tickover in 6th and it won't shift down. However, in M but without Sport selected, it will auto upshift and it will kick down if it thinks you require a more appropriate ratio. It didn't happen very often, but when it did, it irritated. If it is in Manual mode, then that is what it should mean, surely?

Huge ability but very exploitable with it

Out in public
Out on the public road the V10 Plus feels firm without being jittery. It's relatively happy to pootle and the auto mode on the S tronic is pretty good - although in sport it does want to kick down a lot.

Up the ante and you soon realise that there aren't many supercars you'd hurl along tight, twisty roads with such confidence. It's easy to place precisely, has bags of grip, faithful brakes and masses of torque. It's fun, too. Not exactly playful like a hot hatch, but compact and adjustable enough to forget the price tag and enjoy yourself on 'normal' back roads.

We also got to try the Spyder, and the V8 coupe. And the V8 is the sweetest of the lot. The engine is restrained and smooth, but hit Sport and it finds its voice in fine style. Magnetic ride is an option on the V8, and the ability to choose between damper settings is a real bonus as the car felt so much more compliant on the softer setting, without compromising its dynamic performance, and it coped infinitely better with the kind of yumps, bumps and potholes that are a feature of any rural road.

Matt paint finishes now available

The steel brakes are more likeable too. On the track, the big ceramic stoppers on the Plus felt powerful, tireless and well-judged - and of course they reduce unsprung weight. But in terms of subtlety and feel - especially from cold - the new 'wave design' steel setup has the edge.

The old R tronic gearbox was, perhaps, the only real flaw remaining in the R8's impressively comprehensive talent arsenal and its replacement answers any remaining questions. The new range, with V8, V10, Spyder and now the more focused Plus variant priced from £91,575 up to £127,575 will stand comparison with anything. Which is timely, given that over in the Porsche corner the new dual-clutch equipped, four-wheel drivehas just made its debut too...

AUDI R8 V10 PLUS S TRONIC
Engine: 5,204cc V10
Transmission: 7-speed dual-clutch auto, four-wheel drive
Power (hp): 550@8,000rpm
Torque (lb ft): 398lb ft@6500rpm
0-62mph: 3.5 sec
Top speed: 197mph
Weight: 1,595kg
MPG: 21.9mpg (NEDC combined)
CO2: 299g/km
Price: £127,575

Chevy Camaro SS gets 171-mph speeding ticket

"When he went by me it was a blur," said Deputy Police Chief Shawn Padden.

A Chevrolet Camaro SSdriver faces a bit of legal trouble after receiving a speeding ticket for allegedly driving 171 mph on Minnesota's Highway 61.

The black car was spotted by a small-town officer as he was participating in a DWI patrol, in collaboration with the Minnesota State Patrol, according to the Duluth News Tribune .

"When he went by me it was a blur," said Deputy Police Chief Shawn Padden. "It's like a rocket on wheels at that point."

After the officer accelerated to 135 mph, the Camaro reportedly pulled over without incident. He allegedly claimed to have been unaware of his speed, but the excuse was not good enough to avoid a misdemeanor ticket for careless driving. The charge carries a potential penalty of up to 90 days in jail and $1,000 in fines.

"If he hits anything at that speed, a deer or whatever, it's going to end badly for the people in that car and maybe for someone else," Padden said.

The SS packs a 6.2-liter V8 with 455 horsepower and 455 lb-ft of torque, good for a zero-to-60 mph sprint in four seconds flat.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

Toyota recalls Avalon, Camry to fix airbag glitch

"With the improper calibration, under some conditions, the front passenger airbag and the front passenger knee airbag may not deploy as designed in a crash, increasing the risk of an injury to a front seat passenger," the company said in a statement.

Toyota is preparing to recall the 2016 Avalonand Camryto fix an airbag defect, affecting more than 58,000 vehicles sold in the US market.

Some vehicles may have left the factory without proper calibration of the occupant classification system (OCS), which determines the front passenger's weight. Proper operation will prevent the airbags from firing if the seat is occupied by an infant or small child.



Service technicians will simply re-calibrate the system to restore proper operation.

It is unclear if the defect has been associated with any injuries or deaths.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>

LIVE! 2016 Ford Endeavour Launched in India at Rs. 24.75 Lakhs

The 2016 Ford Endeavour has been launched in India at a starting price of Rs.

The 2016 Ford Endeavour has been launched in India at a starting price of Rs. 24.75 lakh Ex-showroom, Mumbai. The car is available with two diesel engine options and will compete with the likes of the Toyota Fortuner and Chevrolet Trailblazer.

Ford’s all new mighty Endeavour is back in an all new avatar. The car has got a major model change in over 13 years in India which is quite a long time for any vehicle for that matter. The 2016 Ford Endeavourlooks completely different from the outgoing model with many likable design lines. The giant SUV looks more sophisticated and civilized this time around but does not lose on that macho appeal. It has been launched with 2 engine options – a 2.2-litre 4-cylinder with 160PS on tap and a 3.0-litre 5-cylinder motor with 200PS of max power. Both can be had with a 6-speed automatic but only the smaller engine is mated to a 6-speed manual gearbox. The 4-wheel drive system gets the Terrain Response Systemwith various modes – Normal mode, Sand mode, Snow/Mud mode and Rock mode. Claimed fuel efficiency for the 2.2-litre manual and automatic is 14.12Km/L and 12.62Km/L, while the bigger 3.2-litre engine returns 10.91Km/L to a litre of diesel.

On the insides, the 2016 Endeavour gets a new 8-inch touch screen infotainment system and also a semi-digital instrument cluster with two high resolution display screen on either sides of the analog speedometer. The top of the dashboard is covered in high quality leather and everything in the cabin feels extremely well built. Leather seats and a powered tailgate is standard on the top variants. Boot space is quite spacious at 450 litres with all three rows up.

The Ford Endeavour will take on the Toyota Fortunerand Chevrolet Trailblazerin India. Its main rival, the Fortuner will be entering India in its latest generation sometime later this year. The Chevrolet Trailblazer was launched late last year with a powerful 200PS diesel engine that can take it to 100Km/hr from standstill in less than 10 seconds.

2016 Ford Endeavour Price-List (Ex-showroom, Mumbai):

2.2-litre 4×2 MT: Rs. 24.75 lakhs
2.2-litre 4×2 AT: Rs. 25.53 lakhs
2.2-litre 4×4 MT: Rs. 26.68 lakhs
2.2-litre 4×2 AT Titanium: Rs. 27.36 lakhs

3.2-litre 4×4 AT: Rs. 27.78 lakhs
3.2-litre 4×4 AT Titanium: Rs. 29.46 lakhs

2016 Ford Endeavour Launch Photo Gallery:
2016 Ford Endeavour Photo Gallery:

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VW Polo R-Line mixes sporty looks with low running costs

4

Exclusive Interview With President Nissan India Guilliaume Sicard

Nissan had three big announcemnets at the Auto Expo.

Nissan had three big announcemnets at the Auto Expo. The company will be launching its iconic GT-R sportscar in September this year which will be followed by the X-Trail hybrid SUV in India. The next big announcement was that Nissan appointed Bollywood Actor John Abraham as the brand ambassador for the above mentioned flagship models in India. We spoke to Guillaume Sicard, President, Nissan India about his plans for the Indian market. Here is what he shared with us.

Q) Do you plan to separate Nissan/Datsun dealerships? Is there any timeframe for that?

A) Not in the short term basis. To invest into a network is a lot of money so you need to have a certain level of sales. The big idea with launching Datsun was launch it with the support of Nissan and not to generate any extra costs. We are in that direction right now. Then after we reach a certain level of sales and profitability we will separate both the brands. It is about managing the two brands and the profitability. There is not any timeframe as we will require growth, so I cannot ensure anything but i have a vision of say 5 years in which we would initiate the process.

Q) With the X-Trail, why only the hybrid and why not other engine options?

A) At Nissan, there are two key words innovation and excitement and I want to make sure that everything we do embraces those two values. And when we decided to launch the X-Trail, that was the first choice, the natural choice of everybody was to launch it in diesel with 4-wheel drive which is a typical classical way of looking at things. But if you want to be different and to answer to the future, to not only evaluate today’s needs but also evaluate tomorrows needs i took a bet against the team to launch it in hybrid a year back when nobody was talking about pollution and emissions. I’m coming from other markets to India and I wanted to start with a hybrid to show that we are different and show off the best of technology and the know how and also to say something about the brand.

Q) Will Datsun be launched in other emerging markets like Africa?

A) We have only good news for India and the first good news is the economy in India. I love hearing that India is the highest growing market and we are going to skyrocket. I would like to see it transforming into the automotive market a bit more. Also very good is that Nissan is expanding in some markets and plans for Africa and middle east with increasing demand in India and the boost also in the export markets. The line up will also increase with a aim of 5 percent market share. I think the plant is going to reach full capacity in a few more years.

Q) Do you have a fixed ratio for domestic production v/s export production?

A) There is no fixed ratio. What is for sure is I would like the domestic ratio to increase definitely but I would always like to keep exports because if there is an issue in India we have to make sure we have the back up of exports. Also, I would like to ensure that the main industries of the country follow Make in India. So we would like to keep exports.

Q) Are there plans to locally manufacture the X-Trail hybrid in India?

A) It will come in CBU form initially and according to how things are moving at what pace lets evaluate the demand the feedback for this car and then we can always evolve into the strategy.

Q) Do you think that Tamilnadu and Chennai market will be ready for hybrid vehicles?

A) I must say the hybrid solution we are trying to aim are for the bigger cities. Markets like Delhi, Mumbai and Bangalore are highly sensitive markets, while Chennai is traditional market so people might wonder about this technology but that’s okay, i agree with you.

Q) Why so long for the GT-R?

A) I remember when I arrived here a year ago, everyone was talking to me about the GT-R as to when are you going to launch the GT-R. So I went back to the headquarters and looked at the sales figures and I said, it would be nice to launch as there is the demand but coming to the sales figures, it was quite a lot of hassles, lot of training for just a few cars and the car is going to be CBU so it will be extremely expensive. So I had to convince them that it would be good because we have a lot of passion for sportscars. This one is probably one the best dream cars that the industry is offering today both in terms of driveability and pure racing. So it took some time to convince and it is for sure we are offering it.

Q) Will this be a halo product?

A) If you look at the UK market, make a survey and you ask people which are the two most most emblematic cars. First one is going to be GT-R they sell about 150 per year and the second one is X-Trail and actually the last one is Micra. So we want to launch all the emblematic cars from Nissan. It will also show that Nissan is a global brand.

Q) When you talk about 5 percent market share the two of the most important segments today are the sub 4-metre sedan category, are you looking at that space?

A) We are looking at those for sure. The thing that I can comment is that we will launch a new car every year in the next 5 years. Products are going to be targeted towards customer needs and will be extremely global.

Related Posts

SEAT’s revised its Ibiza to keep up with class rivals. Can it tempt buyers away from Peugeot and VW?

No new car class is as competitive as the supermini market.

market. Virtually every manufacturer has one of these compact and cost-effective models on its books, so you need something special to stand out from the crowd.

The SEAT Ibizahas never lacked kerb appeal, but this refresh nearly eight years into the car’s life is overdue; there were some minor tweaks in 2012, yet they went nowhere near as far as this latest update.

Image 11 of 28

With subtle styling changes, a more upmarket interior, new engines and revised suspension, the newcomer leaves no stone unturned in the pursuit of class honours.

But it’s not the only model to have been given a nip and tuck. The Peugeot 208has also gone under the knife and now features more kit and a host of personalisation options.

Image 28 of 28

Also new is the turbocharged 1.2-litre three-cylinder petrol, which we put to the test for the first time here.

Setting the standard for both new arrivals is our reigning champ, the VW Polo. Classy, refined, practical and cheap to run, the German car proves that you don’t have to compromise when downsizing.

Image 20 of 28

So, which of our trio will prove to be the biggest hit on the high street?

Click the links above to read individual reviews, and scroll down to see which supermini comes out on top...

Head-to-head
Infotainment

Image 5 of 28

All of our contenders feature a touchscreen infotainment system. SEAT has dropped its flimsy dashtop cradle in favour of an intuitive in-dash unit. Like the Polo’s set-up, it boasts a proximity sensor that reveals functions as your hand moves nearer the screen. The 208’s seven-inch display is the biggest here, but it’s not as easy to use.

Customisation

Image 12 of 28

Peugeot offers bold paint finishes, wheel colours, exterior decal packs and contrasting interior trim. The Ibiza’s £150 Blue pack adds blue wheels and mirror housings, while the £640 Velvet and Bismouth upgrades feature colour-coded rims, vent surrounds and leather stitching.

Engines

Image 10 of 28

The SEAT and VW share the same 89bhp 1.2-litre four-cylinder TSI, but the Polo emits just 107g/km of CO2 compared to the Ibiza’s 119g/km figure. The Peugeot’s three-cylinder is also a 1.2-litre, yet produces 108bhp and emits less CO2, at 103g/km.

Verdict
1st place: VW Polo

Image 13 of 28

It’s another deserving victory for the Polo. It’s not as boldy styled as its rivals here, but the VW oozes class. Not only does it feel more upmarket inside, it also delivers greater refinement and comfort. Yet it’s still agile and composed, while its TSI engine is a smooth and eager performer. Low running costs, excellent residuals and impressive practicality seal the deal.

2nd place: Peugeot 208

Image 21 of 28

It’s not cheap to buy and the driving position won’t be to all tastes, but the revised 208 is a desirable small car choice. The package is boosted by the addition of the brand’s new turbocharged 1.2-litre engine, which delivers big car pace together with strong refinement. A roomy cabin, decent equipment list and low emissions only add to the appeal.

3rd place: SEAT Ibiza

Image 2 of 28

A raft of tweaks inside and out can’t disguise the Ibiza’s advancing years. It’s still reasonably fun to drive and the 1.2-litre TSI is a refined performer, but the SEAT just lacks some of the latest must-have equipment of its supermini rivals. Factor in high CO2 emissions, a cabin that has too many low-rent materials and inconsistent handling`, and the Ibiza finishes last here.

Other options in this category
Mazda 21.5 SE-L Nav

Price: £14,395 Engine: 1.5-litre 4cyl, 89bhp

Mazda’s ‘right-sizing’ engine policy means there’s no turbo, but the 1.5-litre is keen and paired with a precise five-speed box. And while the 2 trails rivals on efficiency, it’s stylish and fun. Plus, its easy-to-use touchscreen nav is standard.

Ford Fiesta1.0T Zetec 5dr

Price: £14,795 Engine: 1.0-litre 3cyl, 99bhp

The Fiesta is getting on a bit now, but the combination of a punchy turbo engine and sparkling handling means it still sets the standard for involvement. It’s not as well equipped as rivals and is expensive, yet Ford dealers will always haggle.

Key specs: VW Polo 1.2 TSI SE Peugeot 208 PureTech Allure SEAT ibiza 1.2 TSI Connect On-the-road price/total as tested £14,410/£14,470 £16,095/£17,510 £14,620/£15,250 Residual value (after 3yrs/30,000) £7,306/50.7% £6,551/40.7% £6,228/42.6% Depreciation £7,104 £9,544 £8,392 Annual tax liability std/higher rate £459/£919 £481/£962 £524/£1,049 Annual fuel cost (12k/20k miles) £1,490/£2,483 £1,397/£2,329 £1,737/£2,896 Ins. group/quote/road tax band/cost 15/£418/B/£20 15/£387/B/£20 13/£334/C/£30 Servicing costs £288 (2yrs) £12.99 p/m (3yrs/35k) £480 (3yrs/30k) Length/wheelbase 3,972/2,470mm 3,973/2,538mm 4,061/2469mm Height/width 1,453/1,682mm 1,460/1,739mm 1,445/1,693mm Engine 4cyl in-line/1,197cc 3cyl in-line/1,199cc 4cyl in-line/1,197cc Peak power 89/4,800 bhp/rpm 108/5,500 bhp/rpm 89/4,400 bhp/rpm Peak torque 160/1,400 Nm/rpm 205/1,500 Nm/rpm 160/1,400 Nm/rpm Transmission 5-spd man/fwd 5-spd man/fwd 5-spd man/fwd Fuel tank capacity/spare wheel 45 litres/foam 50 litres/space saver 45 litres/foam Boot capacity (seats up/down) 280/952 litres 285/1,076 litres 292/847 litres Kerbweight/payload/towing weight 1,107/531/1,000kg 1,060/552/1,150kg 1,043/487/1,000kg Turning circle 10.6 metres 10.4 metres 10.0 metres Basic warranty (miles)/recovery 3yrs (60,000)/1yr 3yrs (60,000)/1yr 3yrs (60,000)/2yrs Service intervals/UK dealers Variable/223 12,500 miles (1yr)/300 Variable/128 Driver Power manufacturer/dealer pos. 22nd/31st 10th/5th 15th/27th NCAP: Adult/child/ped./assist/stars 90/86/41/71/5 88/78/61/83/5 82/77/59/71/5 0-60/30-70mph 9.9/10.2 seconds 9.5/9.6 seconds 10.8/11.9 seconds 30-50mph in 3rd/4th 5.0/7.2 seconds 4.3/6.6 seconds 5.6/8.7 seconds 50-70mph in 5th 10.9 seconds 10.0 seconds 15.2 seconds Top speed/rpm at 70mph 114mph/2,600rpm 118mph/2,500rpm 114mph/2,600rpm Braking 70-0/60-0/30-0mph 51.4/36.9/9.4m 50.3/36.6/9.4m 47.6/35.8/9.4m Noise levels outside/idle/30/70mph 62/50/58/64dB 63/42/61/70dB 63/42/61/70dB Auto Express econ (mpg/mpl)/range 40.7/9.0/403 miles 43.4/9.5/477 miles 34.9/7.7/345 miles Govt urban/extra-urban/combined 47.1/70.6/60.1mpg 50.4/74.3/62.8mpg 44.1/70.6/57.6mpg Govt urban/extra-urban/combined 10.4/15.5/13.2mpl 11.1/16.3/13.8mpl 9.7/15.5/12.7mpl Actual/claimed CO2/tax bracket 160/107g/km/16% 150/103g/km/15% 187/116g/km/18% Airbags/Isofix/parking sens/camera Four/yes/£295/£240 Six/yes/yes/£200 Four/yes/£249/no Auto gearbox/stability/cruise control £1,375/yes/£400^ £1,100/yes/yes No/yes/£130 Climate control/leather/heated seats £380/no/£360 £290/£1,110/£1,110* No/no/no Metallic paint/LED lights/keyless go £540/£900/no £495/no/no £530/no/no Sat-nav/USB/DAB radio/Bluetooth £700/yes/yes/yes £450/yes/yes/yes Yes/yes/£280/yes

RE: Driven: Audi R8 GT Spyder

Thursday 24th May 2012
Driven: Audi R8 GT Spyder
Hardcore R8 GT loses its roof and becomes a bit ... less hardcore!

Hardcore R8 GT loses its roof and becomes a bit ... less hardcore! (Now with added video content!)

Great car, disappointing gearbox was the basic gist of our. So what of the Spyder? Well, great car, disappointing gearbox and a bit more wind in your hair.

Le Mans winner in the passenger seat: pressure!

Review over before it's begun?

Well, you're probably keen to hear a little bit more about this hardcore R8 Spyder. So here goes.

To recap this is, in spirit, the R8 to celebrate the on-track success of its LMS racing cousin which, in new and improved Ultra form, just recently took a one-two at the Nurburgring 24-hour. Good timing then. And with the LMS Ultra making inroads into Porsche's traditional customer GT racing car market, is this the R8 to take on the GT3 and GT2-badged 911 roadcars too? Or simply an R8 with a few bits of carbon to make it appear a little more 'track'?

Weight watchers
Quattro GmbH certainly hasn't been shy when going to work on the GT R8s. Fixed-rate dampers () replace the magnetorheological ones optioned onto many R8s and it rides around 10mm lower. 85kg has been trimmed out of the kerbweight, visually represented with additional visible carbon around the windscreen surround and on the now fixed rear wing, the diffuser, the splitter and even the little flics on the nose.

Details nailed with typical Audi precision

It still weighs 1,640kg mind, give or take the same as a Mercedes SLS Roadster and 100kg or so heavier than a 911 Cabriolet. With 560hp - 35hp up on the standard V10 - and costing £158,145 it's considerably faster and more expensive than the Porsche and nearly 10 per cent cheaper than the Merc. It is, however, at least £36K more than the standard R8 V10 Spyder fitted with the comparable R Tronic gearbox.

Enough stats already. Is it worth it?

Bragging rights
Well, neither this Spyder nor its coupe equivalent are, truly, going to give a GT3 a fright. The weight savings are welcome and hard won and the detail tweaks to suspension, brakes and powertrain do elevate it above standard R8s. But while the LMS version has successfully taken on the 911 and beaten it on the Nordschleife it's hard to imagine car parks outside the Pistenklause and its equivalents suddenly overrun with R8 GTs instead of the usual GT3s.

'Track' mods are tastefully done

And not just because, like the coupe, just 333 are going to be built.

Which isn't to say it's not a good car, because it is, very. R8s have always impressed for their friendly, approachable manner and, hardcore trimmings or not, the GT is the same but more so. It's a car anyone can grab by the scruff of the neck and feel like they're driving the nuts off it from the first moment.

As nice as the V8 is that muscular sounding V10 howl is something of an R8 signature and even more prevalent in this GT. Shame about the obviously faux exhaust cutouts in the back bumper though, and the fact the real, and much weedier real ones, are clearly visible within.

They sound more authentic than they look though, and suitably immense.

Standard GRP seats save 31kg, carbon more

On your side
And it's just so benign and biddable too. Hardly words you'd usually associate with the ragged edge of supercar driving, but for those of us with more everyday levels of driving ability it's easy to feel like a hero. And when, like Allan McNish, you really have got proper talent () it doesn't seem to run out of ideas either. He wasn't supposed to drive us round in it. But he couldn't help himself, the R8 responding well to his savage, racer's maximum-attack style.

It just gives you options too. A degree of initial understeer can be tempered with trail braking, a lift or a bootful depending on where you are in the corner, and the R8 responds faithfully and predictably to all inputs, which just gives you heaps of confidence.

Gearbox just about OK in manual mode

And then the gearbox rears its ugly head. If the rumours are correct the R8 is soon to get a dual-clutch transmission and it can't come soon enough, the R Tronic delivering head-noddingly ponderous shifts in auto mode and quite happy to arrive at a corner two or three ratios higher than you'd have liked, carrying far too much momentum and then finally downshifting at the least appropriate time possible.

Manual all the way
In fairness it's acceptable in manual mode with the Sport button pushed and at least responds with reasonable speed and aggression to the paddles. And this is the way you'd configure it for track driving. And, if you've got any patience whatsoever, for the road too. We tried the auto mode out of due diligence. And then gave up after freewheeling and understeering round the first roundabout still in fifth. Manual mode all the way if you're to enjoy even half of what this car is really capable of.

Go on, add a '3' to that and do it properly!

If you really are after a hardcore R8 though you're probably better off with the coupe, which not only weighs 115kg less but also won't wobble and shudder over potholes and undulations like the Spyder can on occasion.

Not that you'll care when the sun's out and that V10 warble is bouncing back off walls and hedges. This is a feelgood car, and need feel no shame in that. OK, perhaps morebut it's tastefully - if expensively - done and the 42 owners who'll no doubt snap up the UK allocation deserve to be very happy indeed with their new purchase.

The speed with which the coupes sold out - just 33 made it here - suggests there's appetite yet for a more hardcore R8 in the regular model line-up too. The LMS has proven itself against the GT3 on track. And the GT's chassis is clearly up to it. All it needs is a properly pared-back spec, a manual transmission and slightly tighter settings on the already excellent chassis. There was a half cage/extinguisher option on the coupe - pair that with it, give it a properly daft rear wing like the race car, call it the R8 Ultra or something and we'll come running!

AUDI R8 GT SPYDER
Engine: 5,204cc V10
Transmission: 6-speed R Tronic automated manual, four-wheel drive
Power (hp): 560@8,000rpm
Torque (lb ft): 398@6,500rpm
0-62mph: 3.8 sec
Top speed: 197mph
Weight: 1,640kg (EU, excluding driver)
MPG: 19.9mpg (NEDC combined)
CO2: 332g/km
Price: £158,145 (basic list)

Photos by SBMotoPhoto

A rather windswept and slightly jiggly lap of Stowe Circuit with Allan McNish...

Study: Automakers face significant hurdle to prove autonomous safey

Autonomous technology has been promoted as perhaps the most significant revolution in vehicle safety, however a new study suggests automakers face significant hurdles in validating such claims.

It is well established that human error causes the vast majority of car accidents and road fatalities. Self-driving and semi-autonomous cars address the problem by avoiding common errors altogether or intervening when a driver has made a mistake.

Google's latest self-driving report cites nearly 1.5 million miles driven, with just a single minor accident blamed on the autonomous technology. Such statistics may not reflect how safe the company's cars would be if a highly-trained employee was not hovering over a kill switch, ready to take over.

Google's fleet was operated in manual mode for more than a million miles, representing 40 percent of the total. To be clear, the company has not claimed its cars are ready to put on the market.

"Given that current traffic fatalities and injuries are rare events compared with vehicle miles traveled ... fully autonomous vehicles would have to be driven hundreds of millions of miles and sometimes hundreds of billions of miles to demonstrate their safety in terms of fatalities and injuries," RAND researchers found.

Conservative regulatory proposals call for human drivers to receive special training and remain responsible for operation of the vehicle, always watching the road and ready to take the helm. Google is among the most optimistic, arguing that the safest autonomous car will have no steering wheel, pedals or other manual controls that would allow an error-prone human to interfere.

RAND argues that regulations should be framed to accommodate a broad range of autonomous technology as it progresses over time. Automakers will also have to create "innovative methods" to demonstrate safety without relying on miles-per-accident statistics or virtual simulations.

"It is imperative that autonomous vehicle regulations are adaptive -- designed from the outset to evolve with the technology so that society can better harness the benefits and manage the risks of these rapidly evolving and potentially transformative technologies," the report adds.

The RAND report summary does not provide any specific recommendations for how to validate safety, and its authors caution that it may not be possible to establish certainty.

The National Highway Traffic Safety Administration has promised to hasten federal rule-making for autonomous vehicles. The agency is still listening to stakeholders and the public before it begins pushing forward with new laws and provides clearer guidance to state-level regulators.

Here at Leftlane, we believe the contributions of the community are just as valuable as those of our staff. The Web, at its core, is a medium for information sharing and communication. We strive to provide good information, but without you—the community member—there is no communication. Read More>>