Demo BKB: 2015

2015, Jaguar, News, Spyshots, XF

Jaguar XF to launch in 2015

4:30 PM

2015, Cayenne, News, Porsche, S, Test Drive

You probably already know if you want one of these or not. After all,Porsche’s Cayenne, first introduced in 2002, continues to be the most polarizing SUV since Suzuki’s X-90. Some of us around here have a soft spot for the X-90 and are rather shocked by the high residual values for the things.

Used Cayennes, however, are the cheapest way to get into all-wheel-drive Porsche ownership this side of a 924 mounted on a CHevy S-10 chassis. A new Cayenne S like the one we just drove, however, starts at $75,095.

Like the refreshed Panamera S before it, the Cayenne S gains V-6 power during its midcycle update. Porsche advertises more power undmore efficiency—the new motor is up 20 horsepower to 420.

Torque is a healthy 406 lb-ft, but the turbo-six lacks the personality of the V-8. Which, as V-8s go, was quite nice if rather generically Teutonic. Like, perhaps the iron-fisted Swabian middle manager of V-8s?

On our drive, what we found more problematic than the loss of cylinders was the new model’s carry-over eight-speed automatic transmission. Even in modes that were not Sport Plus (yes, Porsche’s vaunted everybody-to-the-limit Sport Plus button is now available in the Cayenne), the autobox would occasionally deliver an upshift that felt as if it were executed by an old GM Turbo Hydra-Matic 400 with a shift kit. More upsetting was when it would deliver one of these upshifts midcorner.

Porsche’s excellent nanny suite handily takes care of any balance disruption caused by the wonky shifts, but it still seems inexcusable, especially since the shift programming in Porsche’s latest dual-clutch transmissions is barely short of psychic.

The chassis is very much in the mold of modern Porsche automobiles, if a bit softer, rollier, and all-around heavier feeling. On the winding Catalan roads of southeastern Spain, it was simple enough to hurl the Cayenne down a hill, the brakes handling deceleration duties with easily modulated aplomb. In downhill corners, where many an automobile would be inclined to push wide with the snout, the big Porsche takes a ready set and tracks easily ’round the bend.

Through a series of undulating esses that ran for a mile or two, great gobs of throttle and easy steering inputs had the Cayenne leaping from corner to corner like a Calaveras bullfrog.

Off-road, the Cayenne’s capable AWD system and available height-adjustable air suspension means that it’ll easily handle the trek over the curb to your local Red Robin. Or, if you find yourself in a loose, silty, uphill right-hander, all that’s required is to hold the throttle at a steady state, keep the wheel turned, and let the computers figure out how to get the Cayenne up the hill. It’s the same sort of relaxed, reassuring experience that Porsche’s modern sports cars offer.

Gentlemen dedicated to low-range-transfer-case specs and honking Dana axles may scoff at the Porsche’s complexity and price, but for those who want to point and squirt without much thought on any surface, the Cayenne makes it about as simple as it gets.

Porsche claims that it has made interior revisions, but the innards look pretty much the same to us, save for the new steering wheel. Porsche likes to note that it’s derived from the design of the 918 Spyder’s tiller.

We’re just glad that it has honest-to-goodness shift paddles in lieu of the old, awful thumb buttons. Welcome to parity with the rest of the world, Zuffenhausen. Your customers will love it here.

The Cayenne S remains a worthy entry in the luxe-ute segment, offering an interior bested only by Coventry and an essentially unrivaled combination of on-road dynamics and feel, paired with off-road capabilities more than sufficient for those families who use their utes for more than just grabbing groceries.

Source: Car and Driver

2015, 911, GTS, New Launch Model, News, Porsche

2015 Porsche 911 GTS

4:30 PM

Purists often criticize Porsche for creating products like the Cayenne, Panamera and recently launched Macan, saying they dilute the true sports car spirit of the brand. It's an argument we've heard before, and one we counter with two points. First: No they don't. And second: These are Porsche's volume superstars, and the money they rake in allows the company to create dozens of versions of its well-liked sports cars. Want proof? Have a look at the gallery above, where you'll see four new versions of the 911, all with GTS badges on their rumps. This means Porsche now offers 19 versions of the 911. Nineteen.

Porsche offered a GTS version of the 911 in its previous generation, and this new one seeks to slot somewhere between the standard car and the hardcore GT3. It's available in coupe and cabriolet forms, with either rear- or all-wheel drive, starting at $114,200, *not including $995 for destination. The GTS Cabriolet comes in at $126,100, while models equipped with AWD will set you back $120,900 or $132,800 for the coupe or convertible, respectively.

All GTS models get the 430-horsepower version of the Carrera S' 3.8-liter flat-six with the Powerkit, which also includes the Sport Chrono package and the sport exhaust. If equipped with the PDK dual-clutch transmission, the 911 GTS will hit 60 miles per hour in just 3.8 seconds (or four seconds flat, if you've got the Cabriolet) – one tenth of a second quicker than the normal Carrera S. The car's top speed varies, depending on trim or transmission, but Porsche says the car will hit anywhere from 187 to 190 mph, flat out.

All GTS models are based on the Carrera 4 body, with the wider track and flared wheel arches. The ride height has been lowered by 10 millimeters compared to the standard 911, as well. Standard kit includes Xenon headlamps, an Alcantara interior, 20-inch wheels painted in gloss black, and a customized GTS air intake. Black chrome-plated exhaust tips set the GTS apart from lesser 911s, too.

Look for the new GTS models to arrive in Porsche showrooms by the end of 2014

Source: Autoblog

2015, Touareg, Volkswagen

2015 Volkswagen Touareg

4:38 PM

First launched in 2002 the Volkswagen Touareg SUV was an immediate success. During the eight years the first generation was on the market it sold nearly 500,000 times. The second generation has been on the market for just four years now and just received its mid-life facelift. The success continues with the counter passing the 300,000 cars sold earlier this year.

For the new Volkswagen Touareg models, the two V6 TDI engines have been upgraded extensively. This is logical because 90 per cent of all Touareg models sold across Europe are fitted with one of these two engines over the V8 TDI and the hybrid mode.

Both six-cylinder engines have been modified and upgraded by adding an SCR catalytic converter. Using ‘selective catalytic reduction’, the amount of nitrogen oxides in the exhaust fumes is significantly reduced. Thanks to the SCR catalytic converter, the Touareg 4MOTION V6 TDI BlueMotion Technology, as it is called in full, meets the demanding EU6 emissions standard. Both engines also come standard with an 8-speed automatic transmission.

A new feature of the V6 TDIs is also a coasting function. While the vehicle is coasting, the standard 8-speed automatic transmission is disengaged in order to utilise the kinetic energy during periods where no acceleration is required and therefore reduce fuel consumption further. Additionally, aerodynamic refinements to the body and underbody have contributed to improved fuel efficiency with new tyres providing lower roll resistance also a key contributing factor to the fuel-saving.

The entry-level V6 TDI delivers a total of 204 hp. Importantly, it now drinks just 6.6-litres of diesel per 100 km compared to 7.0-litres of the older engine. Additionally, CO2 emissions have decreased from 184 g/km to 173 g/km. As for the more potent V6 TDI engine, it now produces 262 hp compared to the 245 hp it pumped out previously. Despite the extra punch it provides over the entry-level V6, this engine also uses just 6.6-litres of diesel per 100 km and emits 174 g/km of CO2.

As for the hybrid powerplant, it combines a supercharged 3.0-litre V6 engine paired with an electric motor. As a result, it produces 380 hp at 5500 rpm and 428 lb-ft of torque at a low 1000 rpm. Finally, the 4.2-litre TDI V8 produces 340 hp and a whopping 800Nm of torque.

Jaguar XF to launch in 2015

2015 Porsche Cayenne S

2015 Porsche 911 GTS

2015 Volkswagen Touareg

2015 Mazda 2

2015 Ford Mustang

2015 Volkswagen Golf GTE

2015 Toyota Camry

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