That said, the base Air starts below $80,000. It’s unclear if this is before or after a destination charge, though. Keep in mind the Air qualifies for the full federal tax credit, which when factored into the equation, brings the price down to less than $72,500. The Tesla Model S no longer qualifies for this credit, and it starts at $76,190, including a $1,200 destination charge.
We’re still awaiting full performance specs for the base Lucid Air, which goes on sale after the initial batch of higher-end Airs roll off the assembly line. Nevertheless, we know even the entry-level Air boasts the ability to add 300 miles of range in 20 minutes when plugged into a DC fast charger.
Move up to the Touring, and you’re looking at a price of $95,000 before accounting for tax credits and destination. This variant delivers 620 hp, or enough to propel the sedan to 60 mph in 3.2 seconds. It’s also capable of crossing the quarter mile after 11.4 seconds at 123 mph. The Touring’s driving range is a claimed 406 miles, which puts it close to the figure of the Model S Long Range Plus.
But that’s chump change compared to the Dream Edition, the highest performing variant with 1,080 hp. Lucid claims the top-of-the-line trim hits 60 mph in 2.5 seconds and runs the quarter-mile in 9.9 seconds at 144 mph. These models come with a laundry list of luxurious appointments, including Bridge of Weir leather, Eucalyptus wood, and trim-specific wheels. Prices break the bank at $169,000. Compare this to the most expensive Tesla Model S, the Performance variant, which Tesla estimates hits the 60 mph mark in 2.3 seconds and starts at $96,190, including destination.
The 2021 Lucid Air enters production at Lucid’s Casa Grande, Ariz., plant in the spring of 2021. The Grand Touring and Dream Edition hit the market in the early part of the year, followed by the Touring near the end of 2021. The base model arrives in 2022.
After numerous spy shots and months of leaks, Mercedes-Benz has finally taken the wraps off its refreshed 2021 E-Class sedan and wagon. We’re most interested in the AMG versions which, like the rest of the lineup, have received a new front fascia and a handful of tech-minded upgrades—but no additional performance.
The Mercedes-AMG E 63 S sedan and wagon have been given their own updated front end designs, with larger cooling inlets for the radiator section and vertical grille slats. The headlights, with their new eyebrow DRLs, have also been updated to better align the car with the company’s corporate fascia. The rest of the car’s bodies remain largely unchanged versus the pre-facelift variants, except for some taillight updates and a redesigned rear bumper.
This is the new, freshly facelifted BMW M5 Competition. The range-topping version of the definitive batsh*t fast BMW saloon. Looks the same, yes, but there are new things.
Chief among which is the addition of a brand-new set of dampers; BMW says the new M5 Comp “benefits from experience gained in the development of the new BMW M8 Competition Gran Coupe”.
Naturally said dampers get modes: Comfort, Sport and Sport+, dialling up the madness which each successive click of the controller. Sport is said to reduce wheel and body movements to better create an interface between thine own self and road, while Sport+ “maximises dynamic performance on smooth asphalt such as race tracks”. Quite why you’d need to take a near two-tonne saloon onto a track is… obvious, surely. You need to test the new suspension. In rear-drive only mode. Using all the revs.
So, better body control, and coilover suspension that allows a drop in ride height of between 5mm and 20mm. The M5 Comp gets bespoke engine mounts too – they’re stronger – which means fewer structural losses. Or something.
And said mounts will be earning their crust reining in a 4.4-litre turbo V8, here producing 616bhp and 553lb ft of torque. It’s the same power and torque as the last M5 Comp, and thus boasts the same nutjob acceleration numbers: 0-62mph takes just 3.3s (a tenth faster than a ‘regular’ M5), 0-124mph in 10.8s, and a top speed of 155mph (or 189mph if you spec the M Driver’s Pack). Still fast, then.
And it’s still matched to an eight-speed auto, and all-wheel-drive (dubbed M xDrive) with a rear-wheel-drive bias and an active M Diff. There’s also an ‘M Dynamic Mode’ that allows “controlled drifts and entertaining handling”, and of course the ability to switch it into 2WD mode, “for the traditional BMW M5 rear-wheel drive experience”. Coooool.
M Sport exhaust? Check. M Compound brakes? Check. M badges dotted all over the body? Very check. The Comp gets a black surround for the kidney grille, a revised front apron, adaptive LED lights, a new rear apron with a large diffuser, and some Competition badging.
There’s a choice of colours and a new wheel option, while inside the central display is larger – now 12.3in – complete with a pair of buttons like the M8’s that give direct access to some system settings. Like M Mode, which again means you can choose between Road, Sport and Track settings, and an individual setup button.
Confused by this myriad of settings and potential setups? Let’s keep it simple. This is a £98,095 version of BMW’s definitive sports saloon, now with fancy new dampers, M Mode and a new display. This, or an E63?
By: Vijay Pattini, June 16, 2020
This is the new Porsche Cayenne GTS, and it is a 2.2-tonne middle finger to downsizing. Yes folks, it’s 2020, and the goldilocks of Porsche’s sports SUV range now returns with a big V8.
Not as big a V8 as when the first-gen Cayenne GTS launched (that was a 4.8-litre naturally-aspirated thing), but a sizeable one nonetheless. For this third-generation GTS Porsche has ditched the old 3.6-litre turbo V6, and slotted in a detuned version of the V8 you get in the range-topping Turbo. Cap ‘T’, remember.
This one of course has a turbo, but with a small ‘t’. Two of them, in fact, bolted onto that V8 to produce 454bhp – up 20bhp over the old V6 – and 457lb ft of torque, which is also a smidge more than the old car.
As such, both the Cayenne GTS and Cayenne Coupe GTS (the first time the Coupe gets such a nomenclature) record 0-62mph times of 4.5s – over half a second quicker – and top speeds of 173mph. Both of those stats are possible via Porsche’s Sport Chrono pack. Which you want.
Porsche reckons changes to the V8’s engine cylinder control, direct injection and thermal management system – and a retuned eight-speed tiptronic auto – mean economy figures of 20-21.2mpg are possible. We shall see.
The V8 is matched to a new sports exhaust system – a pair of twin pipes on the SUV, just the two pipes on the Coupe – said to deliver “a highly emotive aural experience”. Because V8.
And because this V8 is the sweet spot between entry-level Cayenne and mad-dog Cayenne Turbo S E-Hybrid (which you can read our review of here), it features 20mm lower suspension on standard steel-springs, adaptive dampers (PASM), torque vectoring, and 21in RS Spyder wheels hiding 390mm discs up front and 358mm on the back. Beefy.
There are options of course. Better brakes. Three-chamber air suspension. Rear-axle steering. Dynamic chassis control. Not listed on this particular sheet is the option to not buy a big 2.2-tonne SUV and get a V8 estate instead…
In any case, the Cayenne has always been a good thing to drive, and while the exterior of this third-gen car hasn’t differed much from the second-generation, GTS models get tinted LED head- and tail-lights, and black air intakes/window trims/exhaust pipes. Inside there’s lots of Alcantara, aluminium, and eight-way adjustable sports seats with deeper side bolsters. Perhaps salad should become your new best friend.
How much for this V8 tank, you cry? In the UK prices start at £85,930 for the Cayenne GTS SUV, and £88,750 for the Cayenne GTS Coupe.
By: Vijay Pattini, June 11, 2020
For more cars, visit: https://www.topgear.com/car-news/suvs/new-porsche-cayenne-gts-and-it-has-v8-again
The Ferrari F8 Tributo was named to celebrate the 3.9-litre twin-turbo V8 that sits at its core. An unusual christening, yes, but then it is a rather special engine having won the International Engine of the Year Award in 2016, 2017, 2018 and 2019. Oh, and then there’s the small matter of it also being crowned the best engine of the past 20 years by the same voting panel.
Despite that, Novitec reckons that a few aftermarket tweaks can still improve on the 710bhp and 568lb ft of torque you get as standard in the F8. And (in terms of numbers at least) it seems that the German tuner was correct.
With a plug-and-play ECU that introduces new mapping and modifies the turbo boost pressure, Novitec has managed to up the F8’s figures to a frankly astounding 787bhp and 651lb ft. Crikey. The result is 0-62mph in 2.7 seconds (0.2 seconds quicker than standard) and a top speed of somewhere above 211mph. “There is no such thing as enough power,” says Novitec in its press release.
To match the engine upgrade there’s also a high-performance, lightweight exhaust that can be had with or without ‘electronic sound management’. Plus, as you can probably tell, there are new springs that drop the Tributo by 35mm front and rear – although you can spec a nose-lift system to make sure you’ll still get over speed bumps. And the odd sweet wrapper, say.
The wheels are 22-inch forged items from American manufacturer Vossen and can apparently be had in 72 different colours. Oh, and Novitec says its designers are currently working on a range of bodywork components that “will be equal parts thrilling styling and aerodynamic efficiency”. Uh oh.
By: Greg Potts, June 9, 2020
For more cars, visit: https://www.topgear.com/car-news/modified/novitecs-ferrari-f8-tributo-has-787bhp
A recent test of the 1,750bhp SSC Tuatara – just your regular ‘buzz-up to 210mph’ checks to monitor shock potentiometer and downforce balances – revealed something quite extraordinary.
“I do have kind of a funny story to share,” SSC boss Jerod Shelby tells TopGear.com. “Early in the particular test day, we did a few 90 per cent throttle second-to-third-to-fourth gear pulls to data log and measure the upshift sequence timing in Track Mode (that produces aggressive shifts).
“I noticed, during those pulls, that I wasn’t feeling any indication of our rev-limiter kicking in at 8,500+rpm. So, when we got back to our facilities, we emailed the data logs off to our master tuner (a daily occurrence), and asked him to verify that the rev-limiter is still programmed to start kicking in lightly at 8,500+rpm.
“I got a call from a very excited tuner later that night, while I was eating dinner with my family, saying: ‘do you realise that you’re going from 60mph to 120mph in 2.5 seconds flat in a couple of these pulls?’
“He said ‘I didn’t think that was physically possible from a 2WD car, but I checked and your logger was tracking six satellites during these runs, so this is legitimate. That is absolutely crazy’, he said.
“My response to him was… ‘what about the rev limiter?!”
Shelby said his tuner reminded him that ‘heavily modified, 2,500-3,000bhp AWD race vehicles run those kinds of times’. The Tuatara of course, is a rear-drive hypercar designed to be driven every day. Woah.
For VIDEO, click HERE: https://www.youtube.com/watch?v=MVtqUCKghpY&feature=emb_title
The soft-top 911 with a retro flavour is back. Welcome to the new Porsche 911 Targa 4, and the 911 Targa 4S. Hah, yes, you’re right, they do look like the old ones!
This is a car of few surprises. Because the 992-generation 911 is pretty closely based on the old 991-gen car, the intricate roof mechanism and general look of the glassy, hooped backside hasn’t changed much.
Porsche says the new Targa has ‘more powerful roof actuators’, but the folding origami dance still takes 19 seconds, and you still can’t do it on the move because the massive rear clamshell hangs over the back of the car in the process. So much so, the 911’s parking sensors are called into action in case you try to operate it while backed up to a wall, tree, or small child. Safety first.
It looks mighty fine though. 911 Targas have tended not to be the driver’s choice of 911, because they’re around 40kg heavier than even the 911 Cabriolet, but in black, from the rear, this new 992 version does look devilishly good. It’s sort of the anti-GT3. A 911 for admiring, not rinsing.
That’s not to say it ain’t fast. The standard Targa 4 (yep, they’re all four-wheel drive, rather oddly for a fair-weather machine) has been boosted 15bhp to 380bhp. The Targa 4 S has gained 30bhp, and is now a 444bhp machine. It’s good for 188mph, while the baby Targa is 10mph slower. The 4S hits 62mph in 3.6 seconds, while the entry-level car takes 4.2sec. Quicker than a 911 Turbo S of not-so-very-long ago, then.
Both will most likely be sold with the eight-speed PDK automatic, but you can spec a manual, if you’d like a properly rare groove old-school new 911. A curious mix, but the Targa is an oddball kinda car. It’s the least focused version of the world’s best all-round sports car, which some may scoff at, but just look how good it looks in black…
By: Ollie Kew, May 17, 2020
“So, whaddaya think?” Jonny Lieberman asked with his arms folded, head tilted back and to the left, as Jonny does. He had just driven the 992-generation 2021 Porsche 911 Turbo S to our photo location on L.A. ‘s favorite twisty bit, Angeles Crest Highway. He lives a few miles from the base of the hill, so he knows this stretch of road by heart.
“Unreal! How did they do that? It’s a blend of what the 991.2 Turbo S was and a GT3 RS,” I said. “It’s sharp, delicate, precise, talkative, but bloody fast, too. I wasn’t expecting this at all. This is a driver’s car.”
“Yeah,” Jonny said. “This car is definitely headed to MotorTrend’s 2020 Best Driver’s Car.”
What was I expecting? I had just blasted up ACH and arrived at that turnout in a 992 Carrera 4S, grinning and giggling the whole way up. That version of the 911 has a fluidity and sense of it always being there for you. A lovely driving partner, cornering as fast as you dare, and able to build and shed speed with confidence. The C4S and Turbo S both come armed with carbon-ceramic brakes, rear-steering axles (optional on the Carrera), and all-wheel drive, but that’s where the similarities end.
Climbing into the Turbo S, I was expecting that same C4S hand-in-glove experience. But with 200 more horsepower (197, if you want to get technical about it), the Turbo provides an added urgency that simply erases straightaways. But there’s so much more to a Turbo S than mere squirt-between-corners acceleration. It’s as if during its development, the Turbo spent time with the team in Flacht before being released into the wild.
Flacht, for those who don’t know, is the state-of-the-art motorsport complex adjacent to the main Porsche development center in Weissach, Germany. It’s where every Porsche race car is born, and also where the hardcore, lightweight, track-intended versions of the 911, the GT2 RS and GT3 RS, are born.
My instincts turned out to be correct. Frank-Steffen Walliser, who was responsible for GT racing at Porsche, became head of the 911 and 718 model lines in 2019. In an interview, Walliser explained the balancing act and ultimate priority of the 911 Turbo: “Day-to-day usability, for sure. This quality distinguishes the 911 Turbo from all other high-performance sports cars. At the same time—and this was the second development goal—it has to render you speechless from time to time.”
Mission accomplished, Herr Doktor Walliser.
Sitting behind the wheel of the all-new 911 Turbo S, there’s no way to suspect what potentialities lay ahead. Aside from the animated “Turbo S” greeting in the center ring of the familiar five-ring instrument cluster (two of which are obscured, in a rare Porsche gaffe), it’s “just” a 911.
There’s the same Sport/Chrono clock/timer atop the dash, same sharp and responsive touchscreen interface with its handy thumb perch (carbon fiber, in this case), same silly little stub of a shifter.
Twist the starter, located to the left of the steering wheel #Because911, and vroOOmmm. “Well, that does sound pretty purposeful,” I thought—especially through the newly optional sport exhaust system ($3,490). After selecting Sport Plus and pulling back on the shifter (that always feels to me like dislocating somebody’s thumb), I looked both ways, eased onto the highway ahead, and nailed it.
For more on this story, click here: https://www.motortrend.com/news/2021-porsche-911-turbo-s-first-drive/
By: Chris Walton, April 7, 2020
First deliveries for the C8 Chevy Corvette started last week, and we’ve already seen people do a bunch of stuff with them. There’s been C8s at the drag strip, C8s with nitrous, and C8s on the dyno. Now, there’s a C8 with a twin-turbo kit. Yup, someone’s already taken the time to attached two turbos to the new Corvette’s LT2 V-8 engine.
That didn’t take long.
Texas tuner shop Hennessey Performance recently picked up its new Z51-equipped 2020 Corvette, and after doing a high-speed test run to 182 mph, went to work slapping a twin-turbo kit to the mid-mounted V-8. The company plans on offering a 1200-horsepower upgrade for the car, according to its website. Here’s what that LT2 sounds like with two snails attached.
Hennessey has been pretty mum on details, saying only that it’s retained the factory throttle body and the rear trunk’s usability. Things like turbo specs and boost levels have yet to be released. In the dyno video above, it’s able to lay down 643 horsepower and 570 lb-ft of torque to the rear wheels—an increase of 148 horsepower and 100 lb-ft of torque over the stock crank horsepower numbers, respectively. A ways off from its promised 1200-horsepower number (so far, anyway).
This is the first turbocharged C8 we’ve seen, but it certainly won’t be the last. As more shops and tuning companies get their hands on the mid-engine ‘Vette, we’re sure we’ll be seeing kits for turbos and superchargers alike pop up online in no time.
By: Brian Silvestro, March 23, 2020
For video, click here: https://www.youtube.com/watch?time_continue=25&v=MvWti8VNKw4&feature=emb_title
While 992-generation Porsche 911s are now on sale, hardcore enthusiasts are still waiting on the more serious models to arrive. Sure, you can get the fantastic Carrera S and will soon be able to order the fire-breathing, 640-hp 911 Turbo S, but those are wicked quick luxury sports cars. Stripped-out track cars like the GT3 and GT2RS aren’t yet available for this generation, so until they are, you might have to settle for a Turbo S with the new Lightweight and Sport packages.
The Lightweight Package, announced Tuesday in a press release, shaves 66 pounds from the standard Turbo S, with trimmer acoustic glass, lightweight front bucket seats, reduced sound deadening, and a rear-seat delete. It also includes performance options like the PASM Sport Suspension and Sport Exhaust System—two options I’d spec on every 911. In essence, the Lightweight Package is the enthusiast-oriented, sporty option pack for the Turbo S.
I assumed that the “comprehensive Sport Package” Porsche announced would have filled that role, but it’s not quite as performance-focused as the Lightweight Package. Instead, it focuses on adding additional visual flair on top of the already available Sport Design Package. That means that—in addition to the Sport Design side flairs, front fascia, and rear deployable wing—you also get extra gloss black accents, dark silver wheels, and taillights in what Porsche calls “a special design.” No pictures have been released, so I’ll have to withhold judgment on the taillights, wheels, and black trim.
Coupe models with the Sport Package also get a carbon fiber roof, though the package (sans carbon roof) is still available for the cabriolet. The Lightweight Package is coupe only, though.
Pricing hasn’t been announced, but Porsche’s weight-saving and design options rarely come cheap. Given that the carbon-fiber roof alone costs nearly $4000, assume both packages’ prices will land well north of that figure.
By: Mack Hogan, March 24, 2020