Cadillac 2017 XT5

Introduction

The XT5 brings about a fresh design, lightweight construction, generous passenger space and an unfamiliar name. Though roughly the same size as the outgoing SRX, the XT5’s wheelbase stretches about 2 inches longer. This pushes the wheels farther against the front and rear bumpers, opening extra interior space in the process. Other interior improvements include a renewed focus on the quality of materials, including the availability of higher-end leathers in the top Platinum trim. This trim also delivers cool new tech features.

In addition to the newfound interior space and features, the XT5 also benefits from significantly lighter construction than the SRX. This weight loss helps it ride better, consume less fuel and accelerate more quickly. The driving experience is further improved by enlarged and relocated sideview mirrors, which aid outward visibility. For now, Cadillac is sticking with a 3.6-liter V6 as the XT5’s sole engine.

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XT5 prices start at $39,990 and crest at $65,835 for an all-wheel-drive Platinum edition with the optional Driver Assist package (park assist, automatic braking, and adaptive cruise control).

The base XT5 comes standard with:
– a rearview camera
– 18-inch wheels
– a power rear liftgate with memory height
– rear parking sensors
– LED daytime running lights
– a power tilt-and-telescoping steering wheel
– automatic headlights
– leatherette upholstery, an eight-way power driver seat
– a six-way power passenger seat
– dual-zone automatic climate control, keyless ignition and entry and remote engine start.
– a 40/20/40-split sliding and reclining second-row seat
Technology features include:
– voice commands
– An 8-inch central touchscreen with the CUE infotainment interface
– a Bose eight-speaker sound system with satellite radio
– Apple CarPlay and Android Auto smartphone integration, OnStar (with a 4G LTE connection and WiFi hotspot capability)
– four USB ports and an auxiliary input jack.
– GM’s wireless device charging
Special Features

Every XT5 comes with an infotainment system called Cadillac User Interface (CUE). CUE now responds quickly to inputs, but the display can appear cluttered at times, especially when using the optional navigation. Fortunately, Android Auto and Apple CarPlay are standard across all models and provide a friendlier user experience.

Where previous Cadillacs used touch-sensitive panels to adjust things like climate settings, every switch in the XT5 is a physical button. We welcome this change, as the tactile sensations of real buttons take the needless guesswork out of setting the temperature or the level of desired seat heating. Unfortunately, there’s still no volume dial. Instead you swipe your finger across a horizontal bar below the infotainment screen. As it doesn’t have the accuracy or response of a dial, we were content using the physical steering wheel controls.
Android Auto and Apple CarPlay come standard.

Upgrading to the Luxury trim gets you leather upholstery, an eight-way power front passenger seat, front seat power lumbar, heated front seats, driver memory settings, a heated steering wheel, interior accent lighting, an auto-dimming rearview mirror and a panoramic sunroof. Added safety features for the Luxury include front parking sensors, rear cross-traffic alert and blind-spot monitoring. The cargo area receives a management system and a retractable shade.

Options for the XT5 Luxury include a towing package, ventilated front seats, heated outer rear seats, three-zone climate control and a navigation system that comes bundled with a 14-speaker Bose stereo. The upgraded stereo also allows one to opt for LED headlights with front park and cornering lamps. A Driver Awareness package adds forward collision alert and mitigation (with automatic braking and pedestrian detection), lane departure warning and intervention, and automatic high-beam headlights. The Advanced Security package includes an alarm that senses vehicle movement outside and in, a locking steering column, door lock and latch shields, and locking wheel lugs.

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The 2017 XT5 is quiet and comfortable on the highway.

The XT5 employs a few tricks to boost fuel economy: The engine turns off when you come to a stop and restarts when you’re ready to move, and the V6 will occasionally run on four cylinders alone. The 3.6-liter V6 easily motivates the XT5, and it does so with impressive quietness. You only hear the engine after standing on the gas pedal for extended periods, but even then it’s still subdued.

Powertrains and Performance

The 2017 Cadillac XT5 comes with a 3.6-liter V6 that produces 310 horsepower and 271 pound-feet of torque and is joined to an eight-speed automatic transmission. While front-wheel drive is standard, all-wheel drive is available on all trims except for the base and is capable of sending 100 percent of its power to either the front or rear wheels. Power can be further apportioned to individual wheels, depending on traction needs in rain, snow, ice or other surface conditions. Their XT5’s turbocharged 2.0-liter four-cylinder has fewer ponies but a torque curve that rises 9-percent higher and peaks 2000-rpm lower than does the V-6’s. Cadillac was unable to offer this engine in the States or in Europe in spite of the popularity of the generally more fuel-efficient 2.0-liter turbo configuration among the XT5’s competitive set.

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An automatic engine stop-start feature to help save fuel at stoplights is also standard. The EPA rates front-drive models at 22 mpg combined (19 city/27 highway), while the all-wheel-drive XT5 gets a rating of 21 mpg combined (18 city/26 highway).

When equipped with the optional Trailering package, the XT5 offers 3,500 pounds of towing capacity.
Safety

Standard safety features include antilock disc brakes, traction and stability control, front airbags, curtain airbags, driver knee airbag and OnStar support, which includes automatic crash notification, on-demand roadside assistance, remote door unlocking and stolen vehicle assistance.

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Most XT5s will be optioned with a Driver Awareness package that includes forward collision alert, a following distance indicator, lane departure warning and intervention, front pedestrian detection, forward collision mitigation and a seat that vibrates to alert its driver if it senses the vehicle drifting or nearing an obstacle when parking. An optional Driver Assist package (Premium Luxury and Platinum trims) bolsters these features with added collision mitigation functionality.

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The 2017 Cadillac XT5 has excellent forward visibility. The large sideview mirrors sit on the door versus ahead of the side windows, opening up the space in front of the driver. And though only available with the Platinum trim, a rear camera mirror looks to be a promising safety feature. Flipping a switch on the mirror activates a video feed from a camera mounted above the rear license plate. The wide-angle image shows a rear view unobstructed by rear headrests or roof pillars. We weren’t able to test it extensively, but found it capable of solving rear visibility concerns at the cost of minor disorientation.
Interior Design

The 2017 Cadillac XT5’s interior presents a renewed focus on design and quality of materials. At 30 cubic feet behind the second row, cargo capacity compares favorably to the Audi Q5 and Lexus RX 350. The second row folds flat and extends storage space to 63 cubic feet. Elsewhere in storage, front passengers will find a clever pass-through cubby underneath the center console. It’s sized to fit a handbag or purse.

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We do like the XT5’s spacious interior. The second row will feel roomy to normal-sized adults, with plenty of knee- and legroom — enough to cross your legs. Even though the size of the XT5 is roughly the same as the SRX it replaces, Cadillac added 3.2 inches of rear legroom by moving the front and rear wheels closer to the corners. Rear headroom is a little tight, but you can recline the rear seatbacks to give yourself some extra space. The second row also slides forward and back, either benefiting legroom or storage space. Backseat passengers will also appreciate the two USB ports for charging devices.

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The Ferrari California T – Handling Speciale 2017

About two years since Ferrari updated the California to T-spec with twin-turbocharged engine, flat-plane crank, a 3.9-liter, and we found it to be a suitable change – compelling to experience, and rewarding to drive. 2017 Ferrari California T Handling Speciale as if every Ferrari weren’t speciale, the company has pasted the label on a long and glorious line of cars, from the 1962 250GT SWB Berlinetta Speciale to the recent 458 Speciale. The new California T Handling Speciale, for instance, is basically a Cal T with a sports suspension. BMW guys may think of it as the equivalent of an M Sport version while those with a bent toward American iron may draw parallels to a Chevy Impala SS. The California is a pathway into the Ferrari brand, with half of them sold to customers who are new to the marque.

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The Handling Speciale now returns to the California T, which was restyled for 2015 and re-armed with a new 552-hp 3.9-liter twin-turbo V-8, good for smashing zero to 60 mph in 3.3 seconds. The new California T is a wonderful improvement—better looking, quicker, more luxurious, and usable as a daily driver. The HS package is just a mild toning. For $8120, chump change in Ferrari-land, it turns up the suspension stiffness a click or two, hastens the shifts slightly, adds a few styling tweaks, and if not more power, it opens up the exhaust to deliver more sound.

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This is standard performance-package stuff, done by every car company to broaden appeal without breaking the bank, price standpoint or either from a cost. The spring rates rise a mere 19 percent in back and 16 percent in front, with a revised tune to the MagneRide variable dampers to leverage the tautened hardware. In addition, an altered gearbox map cuts the upshift time by 30 percent and the downshift time by 40 percent, while the F1-Trac traction control’s Sport mode also is massaged for more digging when exiting a corner and better power delivery over rough pavement.

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The standard mufflers are replaced with straight-through pipes attached to a Helmholtz resonator, an acoustical box that diminishes undesirable noise while helping to shape the outgoing harmonic frequencies. An average of three decibels louder across the rev range, the effect is a sharper roar. Inside, there’s a dash plaque, while on the outside rear lower valence and the grille are rendered in accent-color gray to give the car a more purposeful appearance. the California Ts with the Handling Speciale package will feature a matte grille, a rear diffuser with matte-painted fences, and matte black tailpipes. A special-edition plaque, located in the cabin, is also standard.

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Since the massaging is so mild and the underlying car is so good, there are virtually no faults to be found in the HS. It behaves like a California T that got nine instead of seven hours of sleep last night. It’s just a bit more eager to corner, a bit lustier in its engine cry and a bit more alert. The sublime balance in even this cheapest model (base price: $202,723 before Speciale package) will floor those who’ve never driven a Ferrari. Few cars are as fluid in motion, from the perfectly weighted steering to the precisely calibrated brakes to the seamlessly shifted transmission.

Special kudos go to the engineers who sorted the turbocharging. The Cal T has no dead spots or lumpiness in its torque delivery. The driver never gets one more nor one less pound-foot than what was requested via the pedal, which makes for incredible confidence when rocketing into a twisty section. This is not a car that will fall down dead when the driver lifts or run away on an avalanche of boost. Its responses are as near to those of a naturally aspirated engine as a turbo gets.

In a very Italian move, the exhaust note has been recalibrated “to underline the performance gains.” That is to say, if you don’t happen to have a skidpad handy to do a direct measurement of the increase in cornering capability – which, it should be noted, Ferrari doesn’t quantify – the sportier sound will serve as a psychological reminder. There’s no claim that the new exhaust system changes the engine’s output – cars so equipped make the same 553 hp at 7500 RPM as the model we tested back in 2014.

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A Ferrari is great, but this one really is, whether it’s in HS or regular grade. The one thing the Speciale package doesn’t do is fix the car’s proportions, which are a few too many cannoli this side of gorgeous. It has just a bit too much bodywork above the wheel arches and a little too much front overhang, especially in back. You have to walk past a number of prettier and less-expensive convertibles to choose this one, the Aston Martin Vantage among them, but the California T grabs and holds you with its dynamic perfection.

2017 Maserati Levante

Although nothing is officially known about the look of the Maserati Levante, there have been technical images leaked prematurely which came from a patent office. The brand’s first SUV shares its architecture with the Quattroporte and Ghibli. The Levante’s powertrain choices essentially mimic Maserati’s sedans, and will include a 3.0-liter, twin-turbo V-6 that’s mated to an eight-speed automatic.

2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante

Horsepower figures haven’t been confirmed for the U.S., but the same engine in the Quattroporte S makes 404 hp (the engine will make either 350 hp or 430 hp in Europe). Maserati says its “Q4” all-wheel drive system is standard while Levantes sold in Europe will also be offered with a V-6 turbodiesel option. Maserati previously said a hybrid powertrain is on the way and rumors suggest a V-8 is also in the works.

2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante

The SUV is instantly recognizable as a Maserati thanks to the grille dominated by the brand’s trident logo and front fenders with the automaker’s signature port vents. Also similiar to the Maserati Ghibli, Quattroporte and GranTurismo models, the fenders are fitted with three vents to maintain Maserati’s heritage-laced style. The patent images show the Maserati Levante having a much sportier silhouette than the Porche Cayenne or Land Rover’s Range Rover Sport, two of its closest rivals.

As Porsche discovered with the Cayenne in 2002, an SUV is a great way for a luxury performance car make to significantly increase sales and, more importantly, profit margins. With Ferrari soon to be spun off entirely from Fiat Chrysler, there’s an increased pressure on Maserati–along with Alfa Romeo–to bring home the bread.

2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante
2017 Maserati Levante

Inside, the Levante showcases the same premium leather and accents found in the Quattroporte and Ghibli, though the automaker does point out the SUV has a new rotary knob that controls the infotainment unit. The system can also be control via the touchscreen.

The Levante will be available with a 3.0-liter V6 twin-turbocharged gasoline engine that delivers either 345 horsepower or 424 hp in the U.S. All engines are combined with the “Q4” intelligent all-wheel-drive system and an eight-speed automatic transmission.

The base 345-hp Levante accelerates from zero to 60 mph in 5.9 seconds and has a top speed of 156 mph. The Levante S with the 424-hp engine accelerates from zero to 60 mph in 5.1 seconds and has a top speed of 164 mph.

Hyman said “The diesel version of the Levante is not available in the U.S.”

U.S. buyers can outfit the Levante with two optional packages. They are a Luxury package and a Sport package.

“They include a variety of distinctive stylistic and technical contents and enable customers to extensively personalize the exterior and interior of the Levante,” Maserati said.

Optional driver-assistance systems include lane-departure warning, automatic brake assist, forward-collision warning, and adaptive cruise control.

Additional options include trailer options and a roof carrier.

The pricing strategy slots the Levante in between lower-end luxury SUV competitors, including the 2017 Jaguar F-Pace and 2016 Porsche Cayenne, and the high-end 2016 Land Rover Range Rover. GENEVA — The 2017 Maserati Levante, the brand’s first SUV, will start at approximately $72,000 when it arrives at Maserati dealerships in the U.S. later this year, the automaker announced at the 2016 Geneva Auto Show. Edmunds says: Maserati aims for the sweet spot when it comes to pricing the new Levante.

Source: used cars for sale

2017 Mercedes Benz E Class

The new E-Class made its world debut this week at the 2016 Detroit Auto Show and will be in local showrooms in the summer, as a 2017 model. We’ve already seen the car thanks to several leaks but along with these new photos there’s also plenty of info to divulge. The E-class is a smart car, indeed, much more so than the Smart, the twee city cart that’s also built by Daimler.

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This new E is a car for an age of smart devices, one in which fridges alert you to milk gone bad and toilets text you when they need cleaning. Seven years ago, Mercedes launched Attention Assist, an algorithm that monitored steering inputs and other parameters to detect a drowsy driver. While that feature, denoted in the cluster by an icon of a steaming cup of joe, again is present in this new E-class, it’s practically obviated by Benz’s new Drive Pilot technology, which could just as easily be called “Inattention Assist.”

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Mercedes-Benz’s new nine-speed automatic transmission, used with every engine, pairs with either rear- or all-wheel drive in the E300. In Comfort mode, the gearbox often reacts to full-throttle kickdowns with two distinct and slightly sluggish steps, but Sport and Sport+ modes quickly erase that complaint. There, the gearbox holds a low gear and then snaps off perfectly timed, seamless downshifts as you brake ahead of a turn—these gearchanges would be impressive in an AMG model.

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The E-class fully upholds Mercedes’ reputation for comfort and luxury, though. Even in its sportiest setting, the optional air-spring suspension never becomes harsh. On a winding road, you’ll notice how tightly the seat hugs you before you’re aware that the steering is wholly unexceptional. As novel as its technology is and as competent as its mechanicals are, the E-class is perhaps best bought for its sumptuous interior, optional beautifully quilted and perforated leather, and crisp 12.3-inch infotainment screen.

This driver aid uses half as many radar sensors as in the S-class but still manages to trump the flagship’s self-driving abilities. A single front-facing radar, a stereo camera behind the windshield, and sensors mounted in the rear corners allow for up to 60 seconds of hands-free and attention-free motoring on highways and rural roads. The car even changes lanes for you, once you give it the nod by flashing the turn signal for two seconds.

In other words, Mercedes-Benz’s driver-assistance tech now does everything Tesla’s Autopilot does, albeit with the kind of self-imposed restraint you would expect from an automaker with 130 years in the business. While Tesla’s system drives until it can’t, Mercedes requires the driver to periodically signal his or her consciousness by grabbing the steering wheel or poking one of the touch-sensitive pads on the spokes. Let loose on a Portuguese highway—where we had our first drive opportunity of the new E—the Mercedes sailed with smoother steering, gentler braking, and slower lane changes than a Model S, a demeanor that suggests a more refined system, although not necessarily a more confident one.

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The mid-size luxury sedan segment is one of the most hotly contested in the industry and the new E-Class will have its work cut out for it considering all the new rivals. Jaguar just renewed its XF while BMW will soon unveil a new 5-Series. Other new players include the Volvo S90 as well as the Lincoln Continental.f

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Working toward that end, the E-class will be the first production vehicle in Europe equipped for car-to-X communication, where X can denote other vehicles, infrastructure-based signals, or alerts broadcast by road-management agencies. Rather than short-range, Wi-Fi–based car-to-car or car-to-infrastructure communication, the E-class sends and receives alerts through cloud-based servers via a cellular data connection. With a critical mass of vehicles and stationary sensors, Haab could get all the data he needs to provide an early warning of a traffic jam, an accident, or a pothole repair crew just around a blind bend.

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Whenever a human driver is making the mistakes, the E-class reserves the right to slam on the brakes or guide an evasive steering maneuver to dodge imperiled pedestrians or cars vying to occupy the same space as yours. The optional Pre-Safe Impulse Side system adds radar units to the front corners of the car and inflatable bladders in the outboard bolsters of the front seats. It can predict an imminent side-impact collision and inflate the bladders—without damaging the seat—two-tenths of a second prior to impact, pushing the occupant inward, away from the B-pillar and the intruding car. Pre-Safe Sound plays pink noise through the speakers to contract the stapedius muscles in your ears prior to a crash, reducing the risk of hearing damage during an accident. This is what successful engineering looks like: fixes for problems you never even knew existed.

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Indeed, a cellphone with Near Field Communication can unlock and start the car, and eventually—belatedly—we Americans also will be allowed to park the E-class or extract it from a tight spot while standing outside the car and sliding our thumbs in circles on our phone’s screen.

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This E-class is a car so connected and so complex that its internal-combustion engine seems like an afterthought. When it goes on sale in June, the E-class will come with only a 2.0-liter turbocharged four-cylinder. That engine makes the same 241 horsepower in the E300 as it does in the C300, but it’s burdened with an extra 400 pounds in Mercedes’ mid-sizer. While it never feels overtaxed, its presence in this car is definitely due to CO2 and fuel-economy dictates, and the entry E-class will be slower than the outgoing base model, which uses a 302-hp V-6. As consolation, the E300 should be slightly cheaper and more efficient than the car it replaces.

Source: automobile

Ferrari GTC4Lusso 2017 Revealed

When Ferrari’s FF made its debut for 2012, the model broke new ground by being the first Ferrari with four-wheel drive. The newly unveiled follow-up version adds four-wheel steering to the mix, but rather than adding a third “F” to the model name, Ferrari switched to the more evocative GTC4Lusso.

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Dubbed the GTC4 Lusso, the updated version of the FF is not only better-looking than the model it replaces, but packs some innovations under its slightly sharper coachwork as well. It debuts next month at the Geneva Motor Show. The 6.3-liter V12 carries over in naturally aspirated guise, but now produces 680 hp and 514 lb-ft. That’s a marked improvement over the existing ratings of 651 horsepower and 504 pound-feet of torque. It still stops short of threatening the more focused F12 Berlinetta with its 730 hp and 509 lb-ft.

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The big mechanical highlight is the addition of four-wheel steering (seen before on the F12tdf but never previously married with AWD—at least not at Ferrari). As any self-respecting new Ferrari must, the GTC4Lusso also ups the performance quotient. Ferrari has lured a few more horses into its (still naturally aspirated) V-12 corral. A higher compression ratio—now 13.5:1—sees increases in output to 681 horsepower, up from 651, at a lusty 8000 rpm. Torque swells from 504 to 514 lb-ft at 5750 rpm. Ferrari claims a zero-to-62-mph time of 3.4 seconds with a top speed of 208 mph.

Engine

The GTC4Lusso’s 12-cylinder engine delivers smooth, consistent power, punching out a massive 690 cv at 8,000 rpm. Both its 2.6 kg/cv weight-to-power ratio and its 13.5:1 compression ratio set new records for the category. Maximum torque is 697 Nm at 5,750 rpm with 80% already available at just 1,750 rpm for superb responsiveness even at low revs. The soundtrack brilliantly reflects the car’s multifaceted personality: it is rich and powerful in performance driving and discreet yet harmonious in the city.

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Style

Penned by Ferrari Design, the GTC4Lusso is a further refinement of the shooting brake coupé, reinterpreting the concept with an extremely streamlined, tapered shape that gives it an almost fastback-like silhouette.

The greatest dimensional change is in width (which grows by 1.1 inches), and that difference is most evident in the rear view, which also shows the new roof spoiler and rear diffuser. Overall length and height, by contrast, both increase by less than an inch. The GTC4Lusso sports re-sculpted doors and fenders, the latter with redesigned (and functional) air vents. Up front we find a wider grille and restyled headlamps. The leather-everywhere interior retains its digital readouts for rpm and speed on the passenger side but gains a larger.

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Its sporty soul is underscored by the forms and styling of the rear where the curve of the roof has been lowered whilst retaining enough volume to guarantee exceptional space and comfort for all four occupants, as well as an ample luggage compartment. Ferrari’s signature twin rear lights adorn the tail. Dynamically chiselled crease lines create a diapason theme along the car’s flanks, breaking up the optical mass, accentuating the muscular wheelarch and imparting a sculpted athleticism. These not only emphasise the car’s muscular shoulders and broaden it horizontally, but work visually with the tail pipes to lend a sense of imposing power to the rear.

Dynamics

All these sophisticated vehicle dynamics controls are seamlessly integrated by Ferrari’s proprietary software and enable the driver to effortlessly handle the GTC4Lusso’s extraordinary torque even on snow-covered, wet or low grip roads. The result is tremendous stability and a sensation of masterful control and security that translates into superior performance. The new-generation SCM-E damper control also contributes to improving performance on rough surfaces and, of course, to superior ride comfort.

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The GTC4Lusso’s high levels of performance are also due in part to new aerodynamic solutions, not least a new front grille with integrated air intakes to improve the efficiency of the radiating masses, the air vents on the wing that recall those of the 330 GTC, a roof-mounted rear spoiler and a new triple-fence diffuser. The combined effect of these features is a Cd value that is substantially lower than on the FF.

The Ferrari GTC4Lusso is an exceptionally versatile car in every kind of grip condition thanks to the Ferrari-patented 4RM Evo four-wheel drive system which is integrated with rear-wheel steering for the first time. The result is the newly-patented 4RM-S system which, based on yet another exclusive Prancing Horse patent, the latest evolution of the Slip Side Control (4.0) system, now incorporates the electronic differential (E-Diff) and the SCM-E dampers.

Interior

Its Dual Cockpit architecture is another first, designed to enhance the shared driving experience for both driver and passenger, with the latter having their own generous optional display with a plethora of functions.

The GTC4Lusso also debuts the new Infotainment platform featuring a 10.25″ HD screen with capacitive touch technology. The new steering wheel is more compact thanks to a smaller air bag and the integrated controls are more ergonomic than ever, making for an even sportier driving experience.

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That innovative architecture aside, the cabin’s most striking feature is the beautiful craftsmanship of the materials which have been painstakingly selected and combined to enrich the atmosphere on board. Generous wraparound seats guarantee all four occupants exceptional comfort and room, creating the same ambience as a luxurious living space.

The GTC4Lusso will make its debut in person next month at the Geneva auto show. We won’t see the GTC4Lusso on the streets here in North America until sometime later this year. The price? Ferrari isn’t saying just yet, but don’t expect to pay any less than $302,450—that was the tariff for the FF, and we’ve never known a new Ferrari that was cheaper than the previous model.

Source: car parts

Kia Sportage 2017

At first blush, Kia’s redesigned 2017 Sportage isn’t the most eye-catching of new products, but it’s poised to do very well in the ongoing CUV wars because the 2017 Sportage grows both inside and out. And Sportage is still top of the list if we had to buy a practical family vehicle with our own money. Love the seven-year unlimited km warranty, seven-year capped-price servicing and seven-year roadside assist. The new Kia measures the same 73 inches wide as its predecessor, but it gains 1.2 inches on the wheelbase, and 1.6 inches in overall length. There’s more room overall for passengers, and there’s 18-percent greater cargo space in back. Plus, the luggage floor can be moved down into a lower position to make more vertical space when needed.

At a glance
Price from: $28,990 plus on-roads
Warranty: 7 years/unlimited km
Capped servicing: $1036-$1286 over 3 years
Service interval: 12 months/15,000km
Safety: Not yet tested
Engines: 2.0-litre 4-cyl, 114kW/192Nm; 2.0-litre 4-cyl turbo diesel, 136kW/400Nm; 2.4-litre 4-cyl, 135kW/237Nm
Transmission: 6-speed auto; FWD/AWD
Thirst: 6.8L-8.5L/100km
Dimensions: 4480mm (L), 1855mm (W), 1645mm (H), 2670mm (WB)
Weight: 1499kg-1580kg
Spare: Full-size alloy

When viewed from the front – it’s like a chipmunk with too many acorns in its cheeks. The “tiger-nose” grille – a hallmark of Schreyer – was moved up to accommodate the “ice-cube” fog lamps, while the headlights sweep back along the sides of the car. The A and C pillars are thinner, allowing occupants better visibility from inside the car, but from the outside, the rear three-quarter view looks blocky and cut up. The rear doesn’t seem to match the rest of the car, either – it’s more svelte and understated.

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Looking past its exterior design, the new Sportage is marginally, sportier, thanks to a new, lighter, stiffer body, a redesigned suspension, and new engine tuning. Kia is mostly chasing improved fuel efficiency with its latest powertrain updates, as both engines have slightly lower outputs than their predecessors but have marginal improvements in fuel economy. The entry-level 2.4-liter inline-four (same as the Sorento and Optima) puts out 181 horsepower and 175 pound-feet of torque – decreases of only 1 hp and 2 lb-ft – and can be had with front- or all-wheel drive. Step up to the top-of-the-line SX Turbo and you get a 2.0-liter turbo-four that puts out 240 hp and 260 lb-ft of torque (that’s 9 lb-ft and 20 hp less than before). Kia estimates the 2.4/FWD combination will return 23 miles per gallon city, 30 mpg highway, and 26 mpg combined, while the 2.0T/AWD will score 20/23/21.

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With front-wheel drive, it’s possible to get the Sportage’s rear end to unset itself on a winding road – it’s not our first choice. Instead, the Magna Dynamax all-wheel-drive system electronically senses the road and anticipates slide events and can brake individual wheels to prevent or mitigate traction loss. The system can push as much as 100 percent of the power to front or rear wheels as needed, and there’s even a 50/50 locking differential – you know, for those times when you have to scale a small snowbank to get to soccer practice.

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The Sportage comes with Eco, Normal, and Sport driving modes, and while suspension dynamics don’t change between throttle response, the settings and steering weight are altered. In Sport, the throttle is, of course, more lively, and the transmission happily holds gears higher up in the rev range. The steering becomes more direct and there’s more weight, but it’s not going to wow you with its impeccable response. In Eco, the throttle is numb, the steering is incredibly vague, and the six-speed automatic transmission shifts as early as possible. You don’t feel a constant lack of power, and for standard daily driving, this mode offers a good balance of feedback and comfort.

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Inside, the Sportage gets a more luxurious interior and a suite of (optional) technology. Softer touch materials that look like leather, even if upon closer inspection they aren’t, are littered throughout the cabin. A full leather interior becomes available at the mid-level EX range. The new Sportage is quieter, too – Kia increased the amount of noise reduction material in the wheel wells and inside the cabin. It’s not Lexus quiet by any means, but the new Sportage is a bit more hushed on the road than the previous model.

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The UVO infotainment system is fairly intuitive to bright and use enough to read easily, even in the California desert sun. In the base Sportage LX you only get a five-inch screen, but up-level EX and SX Turbo models get a seven-inch headunit. It’s simple to move through menus on the UVO system, but from the passenger seat it is downright difficult to reach. Between those plus the driver-angled position of the screen, lockouts, passengers are pretty much useless in terms of accessing UVO’s functionality. Kia is also still sorting out details of how to roll out Apple CarPlay and Android Auto, but assured us that both will be available in the new 2017 Sportage eventually. That said, early buyers might have to take their cars back to the dealer for an update in order to get this technology.

You can buy a new Sportage with forward collision warning, autonomous emergency braking, blind spot detection, lane departure warning, and rear cross traffic alert.

Source: cheap cars

Volvo S90 2017

Following the successful launch of its XC90, Volvo’s next major product offensive comes in the form of the 2017 S90 sedan, on show this week at the 2016 Detroit Auto Show, which this week was named 2016 North American Truck/Utility of the Year,

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Combining the original P1800 with the more practical body of a sedan and Capturing the beauty of it inspired concept coupe of 2013 , the S90 certainly has the looks necessary to be competitive in the mid-size luxury sedan segment.

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In 2010, since the breakup of Ford and Volvo, the Swedish brand has been designing and engineering a new lineup paid for by an $11-billion investment by Volvo’s new owner, Chinese carmaker Geely. Volvo’s solution to life without Ford is an all-Volvo-designed platform called the Scalable Product Architecture (SPA). Highly adaptable to work under a variety of cars and SUVs, SPA made its debut with the XC90 SUV. The S90 sedan and V90 wagon are next.

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In the S90, the SPA platform offers 115.8 inches of wheelbase, nearly two inches fewer than in the XC90. The front and rear suspension hardware is shared with the XC90, but it’s tuned for the sedan, which Volvo says is 440 pounds lighter. Even if the claim proves true on our scales, Volvo will still end up with a 4300-pound sedan. Keeping weight off is a major challenge when using flexible architectures intended for both SUVs and cars.

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It was quiet, too. Although studded winter tires were fitted to our S90 T6 prototype, the car barely emitted a hum. The small but mighty engine and eight-speed automatic come on strong and pull hard. In the 4733-pound XC90, we’ve recorded a zero-to-60-mph run of 6.4 seconds; expect the S90 to dip into the mid-five-second range. The 400-hp plug-in-hybrid system of the T8 will make for an even fleeter S90. As for handling, the combination of a snow-covered track and the studded tires made it difficult to say how the S90 will behave on the road, so we’ll wait to render judgment until we drive the car on dry pavement.

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Perhaps the most compelling part of the S90 is its elegant and clean design. Outside and in, the sedan looks expensive without any bit of flamboyance. But it’s not boring, either. It’s a lean car, with low, wide, and long proportions. Aston Martin’s Lagonda Taraf might be prettier, but it costs $1 million, and we’ve barely mentioned the better-looking wagon version of this car, the V90, which is not due until 2017.

The S90 will keep fueling those warm feelings. The S90 gives you a welcoming cocktail consisting of natural finish wood and fine leathers all around, probably the most comfortable and safest seats in the industry, a high-end Wilkins and Bower sound system, a digital dash, air blades straight off the concept car and the Sensus Connect’s large touchscreen getting rid of most buttons for a smooth finish.

We’d guess that a 316-hp T6 will begin in the mid-$50,000 range; the 400-hp T8 should eat up most of $70,000; and the lowest point of entry, the 250-hp T5 with front-wheel drive, should cost nearly $50,000. All three models go on sale this fall.

Source: car comparison