Research new car reviews and car buying resources at car and driver. What it is: a near-complete preview of the next-generation porsche cayenne. All car reviews. 2019 bentley continental gt first look; 2019 porsche cayenne first look; 2017 mazda mx-5 miata rf automatic review: 8 things ferrari portofino. We drove on virginia city hillclimb's twisty road in the all-new 2018 porsche 911 gts. Cape town, south africa - i'm at the wheel of the 2017 porsche 911 gts at killarney raceway behind 2016 24 hours of le mans winner marc lieb and i'm frustrated. At times, it has felt like porsche鈥檚 myriad 911 configurations serve only to answer questions nobody was asking. The test mule for the 2018 porsche cayenne coupe car has been spotted doing rounds recently. We've driven the 2017 porsche 911 carrera 4 gts pdk - check out our review here:. Porsche cars: view the 2017 porsche cars lineup, including detailed porsche prices, professional porsche car reviews, and complete 2017 porsche car specifications..
I had hoped that Porsche鈥檚 button-heavy interior layout would finally depart, but it hasn鈥檛. There are a lot of buttons in the Macan, and this is coming from someone who really, really likes buttons. The center console is festooned with buttons and there are more to be found on the ceiling, too. We need to have an intervention with Porsche on this, because it鈥檚 been a frequent complaint on many of its cars, from the 911 on down. The power figures of the Macan S sound good on paper, but in practice, I found the car鈥檚 acceleration to be a little lackluster. Don鈥檛 get me wrong, the low-end power is phenomenal; the AWD system helps it really dig into the pavement and fully utilize all the car鈥檚 torque. But that same forward enthusiasm pretty much dies out by the mid- to high-rev range. The problem is that then the engine feels like it runs out of juice halfway through. That V6 will help you merge, pass and whatever else you need it to, but it probably won鈥檛 excite you past about 4,000 RPM.
Surprisingly, the base Macan was far more enjoyable to me than its more powerful Macan S sibling. Though it was missing two cylinders and was lower on power, it didn鈥檛 feel hobbled in the slightest. According to the spec sheet that Porsche sent us, it isn鈥檛 outfitted differently from the S, either, so it all comes down to a power and weight game. The base weighs a reported 4,099 pounds, while the S is 4,239. The steering was far more dialed-in because there wasn鈥檛 as much engine sitting over the front axle and its acceleration felt more satisfying. It was more exciting. I felt like I was moving with a little more urgency. This, I presume, is because Porsche has tuned the maximum amount of what it needs out of the 2.0-liter already. The four-cylinder feels engaging and snappy because that鈥檚 the most that Porsche is going to offer out of it. The V6, on the other hand, feels lazy because Porsche has to make room for the upcoming performance variants, like the Turbo and the GTS. The V6 in the S needs to slot below the more expensive options, while the four-cylinder faces no such restrictions. More and more so, I find that I am less impressed by what a manufacturer claims a car can do and more so what I feel it can do. The S might be for someone who has some prejudice against buying base and is attracted to higher performance figures, but the regular Macan is the better one for driving. 58,600. They look basically the same anyway. It鈥檚 just too bad that the Macan doesn鈥檛 use the 718鈥檚 turbocharged flat-four. The engine probably doesn鈥檛 fit in a Macan鈥檚 engine bay, but that鈥檇 make for one interesting crossover. But you鈥檒l have plenty of fun in this, regardless of how the cylinders are laid out.
The 2014 Audi R8 is a two-seat midengine exotic supercar available in V8 coupe and convertible (Spyder), V10 coupe and convertible, and V10 Plus coupe trim levels. The V8 convertible adds an electrically powered soft top and a retractable rear window that doubles as a wind deflector. The R8 V10 convertible has those features plus a V10 engine, different suspension tuning, different wheels, the Convenience package, premium leather, the navigation system and the Bang & Olufsen audio system. The R8 V10 coupe has all of these standard amenities as well. The coupe-only R8 V10 Plus model includes all the V10 coupe equipment plus a higher-output engine, the carbon-ceramic brakes and an abundance of carbon-fiber trim pieces. But for further weight savings, it has a smaller fuel tank and deletes the adaptive suspension and power seats. Further model-wide R8 options include a variety of carbon-fiber exterior and interior trim packages. The coupes can be equipped with alternate "side blade" finishes.
The 2014 Audi R8 V8 is powered by a 4.2-liter V8 mounted behind the passenger compartment that sends 430 horsepower and 317 pound-feet of torque through an AWD system. A six-speed manual transmission with a gated metal shifter is standard, while a new seven-speed double-clutch automated manual, known as S tronic, is optional and includes steering-wheel-mounted shift paddles. In Edmunds performance testing, the R8 V8 with the gated manual transmission went from zero to 60 mph in 4.5 seconds. EPA-estimated fuel economy rings in at 11 mpg city/20 mpg highway and 14 mpg combined with the manual and 14/23/17 with S tronic. Equipped with either transmission, the Audi R8 V10 boasts a 5.2-liter V10 that produces 525 hp and 391 lb-ft of torque. In Edmunds performance testing, the V10 Coupe with the manual went from zero to 60 mph in 3.7 seconds, and the V10 Spyder, also with the manual, did it in 3.9 seconds.