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Tuesday, 26 November 2019

News look of A Rolls Royce Vantom Vlll

Incredible Bespoke color for Rolls-Royce Phantom Vlll. Luxury in every detail. Piece of art. 3,500 VVS class diamonds. 900 hours of work. One of One pieces .

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Monday, 18 November 2019

Honda CRV EX 2019 on market trending Now


Honda CRV EX 2019
The 2019 Honda CR-V is as ubiquitous as it is useful. The roomy five-seat crossover offers a versatile shape and innovative tech—inside and out, and impressive crash-test scores and excellent fuel economy.

It's not particularly stylish or fun to drive, but our overall score of 6.2 reflects that and its superlative value. Even as competitors have inched closer, the CR-V remains highly competitive three years into the current model’s design cycle. (Read more about

Sunday, 15 September 2019

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Porsche Car on sale in Qatar

Porsche week at Oasis cars
Porsche Cayman

- Bullet exhaust
- Navigation system
- Parking sensors
- Leather seats

And many more , for details,  mails us at

Saturday, 7 September 2019

The Vision Of BMW in the Next 100 - View the interior and exterior


BMW celebrates 100 years this week. Here’s the car that’ll lead the party BMW’s vision for the next 100 years is a sporting saloon.

Not an SUV, not a hypercar, not a nuclear-powered flying car. Sports saloons are, says Adrian von Hooydonk, ‘the core’ of BMW.

But the BMW Vision Next 100, to give the car its full name, is also autonomous, shape-shifting and powered by something they won’t name. Just like the i8 Spider revealed at CES in January, it has two modes.

You drive or it drives. But even when you’re driving, you’re in ‘boost mode’ - boosted into a hero driver. Augmented-reality guides you, projecting the ideal steering line and speed onto the windscreen.

The augmented-reality display will also project hidden hazards into your field of view. BMW’s example is a cyclist obscured by a truck.

An image of the cyclist is projected onto your windscreen, making the truck magically semi-transparent. If even that is all too difficult, or you have other things to do, switch to ‘ease mode’. The steering quadrant folds away and the chairs swivel around so you can kick back and get on with life.

Now, this shape-shifting business – or ‘alive geometry’ as van Hooydonk calls it.

The armadillo-scales triangles on the dash let the car warn you, almost subliminally, of upcoming hazards by opening to reveal their red flipsides. The external bodywork wears more of the same triangular motif.

The wheels are faired in, so when the front ones turn to steer, the bodywork stretches to accommodate them. At the back of the car, the profile lengthens with speed, cutting aero drag.

At the front, the kidney grille is present and correct, but van Hooydonk points out it isn’t needed as an air intake – a clue that there’s no straight-six behind there.

Instead they have re-purposed the grille as a porthole for all the sensors the car needs to drive autonomously.

 “If you can imagine the future, you’ve made the first step,” says AvH. He’s imagined something pretty, don’t you think. But the future? Thoughts below, please.

The Top 10 to 15 Most Luxury SUV 2019 -2020 (watch this) with their prices

Rolls Royce Cullinan
PRICE: $325.000 
6.8-liter twin-turbo V-12 
563 horsepower, 
627 pound-feet of torque 
8-speed automatic - all-wheel-drive 
0-60 MPH: 5.0 seconds 
Top Speed: 155 mph 

02:00 BMW X5 
PRICE: $76,745 
0-60 mph: 5.5 second 
Top Speed: 150 mph 
Power: 340 hp 
Torque: 331 lb ft 
8-speed: Sport Automatic transmission 
3.0-liter TwinPower Turbo 
inline 6-cylinder 

03:56 Bentley Bentayga 
PRICE: $195.000 
W12 petrol engine 
0 to 60 mph: 4.0 seconds 
TopSpeed: 187 mph 
Power: 600 bhp 
Torque: 664 lb-ft 
8-speed automatic transmission 
Permanent all-wheel drive 

05:55 Range Rover 
PRICE: $87.350 
Transmission: 8-Speed Automatic 
2.0L Inline-4 Turbo 
Power 398 hp 
Torque 472 lb-ft 
0 to 60 mph: 6.4 sec 

07:49 Volvo XC90 
XC90 Excellence PRICE: $104.900 
2.0-liter supercharged Four-cylinder engine 
Power: 316 bhp 
Torque: 472 lb ft 
Transmission: 8-speed auto 
four-wheel drive 
0-62mph: 5.6sec 
Top Speed: 140mph 

10:40 Lincoln Navigator 
PRICE: $81.205 
3.5L V-6 Twin-Turbo 
450 horsepower 
510 lb.-ft. of torque 
Top Speed: 144mph 
0-100 KM/H: 4.5 sec. 

12:32 Audi Q8 
PRICE: €76.300 
Engine: 2,997cc, 
turbocharged V6, diesel 
Power: 282 bhp 
Torque: 442lb ft 
0-62mph: 6.3sec 
Top Speed: 144mph 
Transmission: 8-speed automatic 

15:03 Lamborghini Urus 
PRICE: $200,000 
V8 bi-turbo engine 
478 kW / 650 HP 
8-gear automatic transmission 
0-100 KM/H: 3.6 sec. 

17:28 BMW X7 
PRICE: £72,155 
twin-turbo 4.4-liter V8 engine 
456 hp 479 lb ft torque 
0-60-mph: 5.2 sec. 
Transmission: 8-Speed Automatic 

19:24 Range Rover Velar 
PRICE: £69,000 
Power: 375bhp 
Torque: 332 lb ft 
Transmission: 8-speed auto. all-wheel drive 
Acceleration: 0-62mph; 5.7 sec 
Top Speed: 155mph 

22:37 Lincoln Aviator 
PRICE: $55.000 
Twin-Turbocharged 3.0L V6 engine 
450 horsepower 
600 lb.-ft. of torque 
10-speed automatic transmission 

24:15 Mercedes GLE 
PRICE: £62,300 
3.0-litre Six-cylinder Petrol 
362 bhp 
369 lb.-ft. Torque 
0-62mph: 5.7-second 
9-Speed automatic Gearbox 

26:49 Volkswagen Touareg 
PRICE: €55.000 
3.0-litre V6 diesel 
Power: 286 PS 
Torque: 443 lbs.ft 
0-62 mph 6.1 Sec. 
8 Speed Automatic 

29:36 Porsche Cayenne 
PRICE: $80.000 
2.9-litre twin-turbo V6 
440 hp - 500 Nm Torque 
8-speed Tiptronic S 
0 - 100 km/h: 5.2 s 

Thursday, 5 September 2019

Overview of new Limousine N720 which can run both on road and water


A new veichle which is a combination of luxury and awesomeness has been designed.

Image by 

What makes this vehicle awesome is the fact that it can move on both water and land. It’s a limousine when it moves on land and a Yacht on water.
The limousine is a spectacular 33 foot-long vehicle with the capacity to carry 12 passengers, 2 crew members and wheelchair access.
See the N720m Limousine that can move on Land and water

This limousine that carry 12 passengers and 2 crew members Photo credit: Autojosh
The Nouvoyage Tender 33 limousine can reach a top speed of 84 mph on land and 28 knots on water.
It also has a controlled temperature cabin and toilet on board, this stunning limousine becomes the perfect vessel for those who wish to travel in style while their yacht is anchored at sea, away from the dock.
Image by 

The limousine is one of the most exclusive amphibious vehicles in today´s marketSee

People say

This N720m Limousine Can Move On Land And On Water.
There are a lot of amphibious vehicles in the world today but this one is different. It’s a Limousine when it moves on land, and a Yacht on water! Its a true combination of luxury and awesomeness.
Its called TENDER 33 by Nouvoyage and it costs approximately ₦720 Million
CAPACITY: 12 Passengers, 2 Crew and Wheelchair Access

Overview of 2020 ACURA NSX


Overview :Like the original that went out of production in 2005, today's Acura NSX aims to deliver supercar looks and performance in an everyday livable package.

Image by Caranddriver 

Indeed, there's plenty of stretch-out space for two passengers, and one needn't fold themselves into an origami crane to get into and out of it. 
Behind those passengers sits a twin-turbocharged 3.5-liter V-6 that, along with an electric motor, powers the rear wheels; it's assisted by two more electric motors that individually power each front wheel for precise power delivery while turning. 
Total output is a healthy 573 horsepower. Even so, the NSX is less hardcore than many other mid-engined sports cars at this price point.

What's New for 2020?

After receiving some minor upgrades last year, the 2020 Acura NSX is essentially unchanged from the 2019 NSX. There is a new paint color Indy Yellow that'll scorch your corneas, and that's about it. The new hue is a throwback to the Spa Yellow offered on the original NSX (it was referred to as Indy Yellow in some other markets), and it joins Berlina Black as one of the sports car's heritage colors.

Pricing and Which One to Buy

NSX: $159,495

Acura doesn't separate the NSX lineup into trims, so there's just a single model that you can customize to your liking. We dig bright colors, so opting for either the new-for-2020 Indy Yellow or Thermal Orange (which carries over from last year) is a must either hue will cost you $1000. 
You can go nuts with the interior colors; none of them cost extra, and the schemes include indigo blue, red, saddle (brown), orchid (off-white), and ebony. If you can stomach their $9900 cost ($10,600 with your choice of silver, red, or orange calipers), the carbon-ceramic brake rotors are worth the upgrade if you plan to take your NSX to the track.

Engine, Transmission, and Performance

While it will certainly satiate your need for speed, the NSX can't outpace some key rivals such as the Audi R8 or the McLaren 570S. In our testing, it still snapped off lightning-quick acceleration times and managed a 3.1-second run from zero to 60 mph. 
Its electric-only Quiet mode, however, gives it something its rivals don't have: discretion. The NSX's hybrid-electric powertrain combines a twin-turbocharged 3.5-liter V-6 with three electric motors for a combined total of 573 horsepower. 
The V-6, the nine-speed dual-clutch automatic transmission, and one of the electric motors work as a team to power the rear wheels. The other two electric motors operate independently to drive the front wheels, effectively giving the NSX all-wheel drive.
In Quiet and Sport modes, the steering is direct and accurate but light to the touch, which we think is an attempt to make the NSX feel maneuverable on a day-to-day basis. 
Such a setup, however, feels out of place on such a performance-oriented vehicle. In Sport Plus and Track modes, the electric-power-steering system dials in more weight. Regardless of the setting, the steering is crisp, and the car responds smartly to the slightest of driver inputs.
Image by Caranddriver

Fuel Economy and Real-World MPG

Hybrid vehicles are more efficient in stop-and-go city traffic than their gasoline-only rivals, and the NSX is no different. An EPA rating of 21 mpg in the city beats the Audi R8 V-10 by a whopping 7 mpg. The Porsche 911 Carrera 4S matches the NSX's 21-mpg rating in the city and beats the NSX on the highway with a 28-mpg rating; the NSX is rated for 22 mpg highway. In our real-world highway fuel-economy test, the NSX delivered a decent 23 mpg, beating its EPA rating slightly but falling behind its nonhybrid rivals.

Interior, Comfort, and Cargo

Touted as the everyday supercar, the NSX is certainly comfortable and intuitive enough for just about anyone to use as a daily driver. But its cabin doesn't have the premium feel and luxurious amenities one expects from an Acura, let alone one that is meant to compete with the best from England and Germany. Our test car featured the optional leather-and-faux-suede seats, faux-suede headliner, and carbon-fiber-trimmed steering wheel. The bright red leather appealed to the younger among our staff, but some found it garish and juvenile. 
While the seats are comfortable, we'd prefer more thigh support, and enthusiastic drivers will likely desire more side bolstering as well.
For something marketed as the everyday supercar, the NSX's interior storage cubbies aren't especially commodious. Its trunk is located right behind the engine, which might be problematic for hauling home your Häagen-Dazs. Plus, we managed to fit just one of our carry-on suitcases inside the tiny trunk.

Image by 

Infotainment and Connectivity

A 7.0-inch touchscreen infotainment system with integrated navigation comes standard and is hooked up to an ELS Studio nine-speaker stereo. As with some other interior parts, the touchscreen system is taken from lesser Acuras and Hondas, and the same complaints we have about them apply here, too. 
The system's interface already looks outdated, and we found the menu setup to be unintuitive. To make matters worse, its lack of redundant buttons and the unwieldy touch-sensitive volume slider, which makes precise adjustments difficult, add an extra layer of complexity.

Safety and Driver-Assistance Features

Its lack of driver-assistance features and absence of crash-test data might pose a concern for safety-minded consumers; neither the National Highway Traffic Safety Administration nor the Insurance Institute for Highway Safety have completed crash testing for the NSX. A comprehensive standard airbag system provides an acceptable level of protection. Key safety features include:
  • Standard front- and rear-parking sensors

    Warranty and Maintenance Coverage

    Acura provides some of the most comprehensive coverage in the segment. While a four-year or 50,000-mile limited warranty is offered by Audi, BMW, and Porsche, none provide as much powertrain coverage as Acura. The NSX's sophisticated hybrid-electric components are covered for eight years or 100,000 miles.
    • Limited warranty covers 4 years or 50,000 miles
    • Powertrain warranty covers 6 years or 70,000 miles
    • Hybrid components are covered for 8 years or 100,000 miles

    Let's compare 2019 Mazda 3 vs. Honda Civic vs. Toyota Corolla vs. Volkswagen Golf vs. Hyundai Elantra GT


    We compare five manual hatchbacks for those who insist on bucking trends. Here at

    Image by 

    It's hard out there for a driving enthusiast on a budget. Cars in general are better engineered, more powerful, and better performing than ever, but for people with $25,000 to spend on a new car, the choices are generally between an econobox and an econobox in mini-crossover form. But there is a sliver of the market, perhaps preserved specifically to facilitate magazine spreads like this one, that can serve the frugal car fiend: hatchbacks with manual transmissions. 

    Enthusiast-oriented hatchbacks are a healthy genre of the U.S. car market, despite their relatively narrow appeal. Even as the demand for SUVs encourages automakers to tack body cladding on to increasingly improbable vehicles, sporty hatches are hanging on. Whether it's because carmakers recognize the innate goodness of these spirited little boxes or because continuing to build them in small numbers acts as virtue signaling that draws enthusiasts to a brand's other offerings, we're enjoying the ride while it lasts.

    There's an undeniable logic to buying one of these row-your-own hatches if you've only got the cash for one car. Hatchbacks are compact, so they're relatively efficient and feel light and lithe on the road. 

    They typically have more cargo space than sedans do, so they're practical for drivers who demand flexibility from their cars. And these not-quite-hot hatches are often tied to performance variants of the same cars, so you can have a taste of what you can't quite afford. Despite the questionable business sense of even offering a car in this category (Ameri­cans aren't known for our fondness of hatchbacks or manual transmissions), there are a number of new or recently redesigned models to choose from.

    The Honda Civic Sport hatchback isn't exactly fresh, having made its debut in 2017, but it earned its spot here as the winner of an April 2017 comparison test. The Sport hatch comes standard with a 180-hp turbocharged 1.5-liter inline-four that's six more horses than you get in the base Civic and a manual transmission. A CVT is available for $800, and it's possible to spend a few grand extra on a fancy set of wheels or a performance appearance package. We like the Civic just as it is, so our test car cost a completely reasonable $23,170.

    The Hyundai Elantra GT N-Line is a newer entrant in this segment. Europhiles will recognize the GT as a rebadged Hyundai i30. It was new to these shores in 2018, and the N-Line trim, intended to evoke the hard-edged sportiness of Hyundai's Veloster N, is new for 2019. The GT starts at $21,370, but to get the N-Line's 201-hp turbo 1.6-liter four, retuned steering and suspension, and manual transmission, you'll have to pay at least $24,220.

    The Mazda 3 has been redesigned for 2019, and it's taken a hard turn toward luxury. The hatchback starts at $24,520, but the pricey Premium trim is now the only way to get a manual transmission. That package adds leather seats, LED lights, a head-up display, floor mats, and navigation. With a few dealer-installed extras, this example crossed the block at $30,060. All Mazda 3s come with a 186-hp 2.5-liter inline-four under the hood.

    Toyota's Corolla hatchback was also redesigned for 2019 (ahead of the ubiquitous sedan's 2020 overhaul). The hatchback's new look is angular and sporty, and the 168-hp 2.0-liter inline-four is significantly more powerful than the outgoing 1.8-liter engine, which topped out at 137 horsepower. The Corolla hatch starts at $21,070, but we would have had to pay $25,578 for this particular XSE-trim model, the big-ticket options on which were the adaptive headlights and rear spoiler.

    Rounding out the pack is the aging Volkswagen Golf, due to be replaced by the eighth-generation model in 2020 but still included here because of its place on the 10Best listand its strong perform­ance in past comparison tests. Starting at $22,740, the Golf S comes standard with a six-speed manual and a 147-hp turbocharged 1.4-liter inline-four. That engine, new this year, is quite a bit less powerful than the 170-hp 1.8-liter it replace not usually a good sign. Our Golf, an SE model fitted with a $1295 driver-assistance package, totaled $26,335.

    5th Place:Toyota Corolla

    Image by Caranddriver 

    Highs: Affordable, efficient, comfortable on the highway.
    Lows: Squishy brakes, polarizing design, lackluster powertrain.

    Verdict: You may not hate it, but you won't love it, either.

    The Corolla is by far the most interesting of the group to look at, not least because, in its Blue Flame coating, it was the only one not painted a neutral color. But interesting, as anyone familiar with Duchamp's Fountaincan attest to, is not the same as good. The Corolla is all ankles and elbows, and ours wore a wholly unnecessary $375 spoiler atop its rear window. Even with its power bump over last year's engine, the Toyota's 168-hp four-cylinder feels anything but speedy.

    The Corolla and this competition's only other naturally aspirated entrant, the Mazda 3, felt sluggish on our hilly driving loop in southern Ohio, requiring more downshifts to maintain speed uphill and more urging to accelerate mid-gear than the three turbocharged cars. 

    The Corolla was smooth on the highway but imprecise once the road turned windy. The brake pedal was a little squishy when we left the office, but after half an hour or so of hard driving, it became alarmingly soft, especially in comparison with the firm pedals in the Civic and the 3. Back at the test track, we recorded a 175-foot stop from 70 mph in the Corolla with no fade, though the tester noted the squishy pedal.

    Image by Caranddriver 

    Toyota's hatchback also demands meaningful concessions in comfort and convenience, which make it harder to overlook its dynamic imperfections. The cargo hold has an unusually high floor and offers only 18 cubic feet of cargo space (compared with 25 in the best-in-test Elantra GT). 
    The seating position is like­wise uncomfortably high, especially for tall drivers, perhaps an attempt to trick buyers into thinking the Corolla is an SUV. The interior is otherwise agreeable and features heavily bolstered front seats, but neither the level of execution nor the styling can quite match the best in this set.

    The Corolla returned 29 mpg after several days of aggressive driving and ran with the pack in testing. The average driver could buy one and live with it happily for many years. It's not a bad car. But it is thoroughly mediocre. Toyota will sell them by the hundreds of thousands anyway.

    4th Place:Volkswagen Golf

    Image by Cardrive 

    Highs: Accurate handling, comfortable ride.
    Lows: Not a GTI, not a Golf R, less powerful than last year's model.

    Verdict: We like its brothers better.
    The Golf's spot near the bottom of this list is a little surprising, given that it is a perennial fixture on our list of 10Best Cars. But like Kevin Jonas, the Golf needs its family to succeed. Without the company of the Golf R and the GTI®a in particular, Wolfsburg's entry-level hatchback feels a bit underpowered and uninspiring.

    Image by Caranddriver 

    The Golf's design has always been dull, and now that this generation is nearing the end of its life, we're ready for an update. The interior feels sparse, even with the benefit of the 8.0-inch touchscreen infotainment system, and the 147-hp engine isn't quite as peppy as the 170-hp unit it replaced this year. 

    That lack of vim was on full display during our test of top-gear passing times, where the Golf needed 34.6 seconds to accelerate from 30 to 50 mph, nearly four times as long as the Elantra GT needed for the same task and enough to prompt the car's tester to scribble an all-caps "OMG" in the margin of the test sheet. The Golf's shifter also left some of us cold. Senior online editor Mike Sutton called its action "clunky," and art assistant Austin Irwin said it felt "like a plastic spoon in a jar of Legos."

    The Golf delivers confidence and competence, with just a little softness in the suspension. It's possible to have a lot of fun in this car, but the entry-level Golf accedes to fun rather than inviting it. It's good, it's practical, it is, as editor-at-large Daniel Pund said, "the Camry of Europe," but it's not the Golf we'd choose. 

    And it seems we're not the only ones. Volks­wagen is rumored to be pulling this base model and the SportWagen out of the U.S. market when the eighth-generation Golf makes its debut in 2020. The company promises that the GTI and Golf R will survive the cull, leaving us with more of what we want and less of what we don't really care about.

    3rd Place:
    Hyundai Elantra GT

    Image by Cardrive 

    Highs: Peppy engine, upscale features, sticky tires.
    Lows: Bouncy ride, numb steering, engine drone.
    Verdict: Not quite the whole package.
    The Elantra GT N-Line is more overt about its sporting intentions than most in this group. Not only does it carry N badging to link it to Hyundai's performance lineup (which currently consists of only this and 

    will soon grow to include a Sonata N-Line), but it borrows a steering wheel and sport shifter from the Veloster N. And when it's equipped with a manual transmission, the Elantra GT comes standard with Michelin Pilot Sport 4 tires; the rest of this cohort rides on less aggressive, all-season rubber.

    Those tires earned the bulk of the praise for the Elantra's driving prowess, but even as it outgripped and outcornered its competitors, we noticed flaws in the steering (springy), engine (droning), and suspension (bouncy). Sutton called it "spunky without being actually sporty," with the portion of spunk that didn't come from the Pilot Sports attributable to the torquey 201-hp turbocharged 1.6-liter. That engine helped propel the GT from zero to 60 mph in 6.5 seconds, more than half a second quicker than the next-best car in this test. Its quickness was enough to keep us interested, but the Hyundai is missing the alchemy that turns a car made up of good parts into something special.

    What the Elantra lacks in magic, it makes up for with the Hyundai values of good ergonomics and surprising feature content. At $24,355 all-in, it's the second-cheapest car here, but you'd never guess it. The exterior design is mature, the interior is comfortable and high scale, and the infotainment system is well organized and offers worlds more functionality than the unit in the Civic. The Elantra is good at many things, but it's only great on paper.

    2nd Place:Mazda 3

    Highs: Luxurious interior, attractive exterior, competent handling.
    Lows: Expensive, manual in top trim only, sedate driver.
    Verdict: Could be the winner of a different test.

    Americans have had to learn some hard lessons about the Electoral College over the last two decades. Now our comparison-test scoring system is affording us the opportunity to teach those lessons to Hyundai and Mazda. Call it a cultural exchange. 

    When the driving was over but before our votes were submitted, we didn't even consider the possibility that the Mazda 3 would be our second-place car. It wasn't anyone's favorite to drive, it's a lot more expensive than the hatchbacks we preferred driving, and we didn't have high expectations for its performance at the test track, which can often swing a car's overall scores significantly.

    What we hadn't considered is that the Mazda 3 is by far the best-looking, most premium, most comfortable car in this test. It also earned high scores in several powertrain categories, despite a middling performance at the track, largely because the engine is smooth and quiet. 

    With deserved high marks in those categories, our determination that the 3 isn't that fun to drive anymore a real shame, given Mazda's track record of building sporty cars to sell in otherwise-boring segments didn't matter that much.

    And so, a car we had all but counted out came away from this test with a second-place finish, and we came away wondering whether we should have pulled a Zuckerberg and thumbed the scales in favor of our preferred candidates.
    We didn't do that, though, because while this Mazda 3 isn't the great driving car it used to be, it remains a standout in this set. It's the one you'd be proud to give your boss a ride in, and it has the most up-to-date exterior design. Outfitted as the 3 was with gray paint and a red leatherette interior, it looks positively sophisticated. It feels that way, too, at least when cruising on the highway, where the Mazda is quieter than its rivals. It doesn't stand up to hard driving quite the same way, though. As vehicle testing director Dave VanderWerp put it, "This is a car that feels worse the harder you drive it."

    That's not the way we're used to feeling about Mazdas, but it might be what some drivers want from their manual hatchbacks. In cars this size and at this price point, you simply can't have it all. For drivers who want a small hatchback but value comfort and features over price and performance, the 3 is a valid choice, even if it wouldn't be ours.

    1st Place:
    Honda Civic Sport

    Image by Caranddriver 

    Highs: Eager powertrain, quick handling.
    Lows: Noisy at speed, few interior comforts, unfortunate design.
    Verdict: Some of the best driving you can get at this price.
    The Civic Sport has a lot to live up to. It shares its platform and the basics of its positively atrocious styling with the more powerful, sportier Si and Type R. But unlike the Golf, which fails to live up to the promise of its famous family, the Civic Sport can stand on its own merits. It's not the most powerful car in this set, but its turbocharged four-cylinder is eager off the line, and the six-speed's shifts have short, easy throws.

    The Civic's chassis is the real star of the show, though. The Sport is stable through corners and feels athletic and nimble on roads where the others in this test begin to show cracks. 

    It doesn't have the benefit of the summer tires that help the Elantra GT feel grippy and settled, but it's more fun to toss around and, at 0.91 g, it nearly matches the Elantra on the skidpad.

    Honda used its suspension tuning and superresponsive, accurate steering to accomplish a goal that Hyundai seems to have delegated to Michelin.

    That said, there are drawbacks to buying a Civic Sport. This car is much more affordable than its perform-ance would suggest, but unlike in the Elantra GT, the interior matches the price.

    The tiny, pixelated infotainment display might have looked modern a decade ago. The front seats are unsupportive, the center console is molded from hard plastic, and have we mentioned that the exterior design is just plain ugly?

    Image by 

    We're willing to look past those faults because alone among the cars tested here, the Sport can provide a purely joyous driving experience. 

    This Civic isn't playing at sportiness; driving enjoyment was baked into every engineering and tuning decision Honda made when building this car. 

    It's a harmonious package in a segment where some competitors have tried to pass off manual transmissions as a shibboleth for sportiness, or use affordable models to urge you into their more expensive offerings. Sure, the Civic Sport is a way for entry-level buyers to get a taste of Honda's racier vehicles. 

    But it's also a fully realized, distilled iteration of its betters, not a weak reflection of them. It's a remarkably uncynical product from a global manufacturer, and it's the hatchback we'd buy.

    Thursday, 29 August 2019

    Campare 2020 Mercedes-Benz GLE450 vs. BMW X5 vs. Porsche Cayenne vs. Audi Q7

    With SUVs of all sizes and types outselling Corona on Taco Tuesdays, it's easy to forget how relatively young so many of them are. 

    When Mercedes launched the proto-GLE, the M-class, in 1997, SUVs were still mostly Ford Explorers and Jeep Grand Cherokees. The luxury class in particular was so infantile that the first M had a ladder frame. 

    Image by Cardrive

    Twenty years later, there's been such baffling diversification of the SUV species that all four vehicles seen here now have "coupe" siblings that are mechanically identical but intentionally less practical. It's a style statement made into a, um, style statement.
    Three of these style statements are new within the last year, and the fourth is a sitting 10Best winner. The latest M-class, now known as the GLE-class, grows longer and wider, with an additional 3.2 inches of wheelbase stretching rear-seat legroom. A third row of seating is also newly available. Ours lacked that option, but the GLE450 packs Mercedes's new 3.0-liter inline-six that makes 362 horsepower and 369 pound-feet of torque and features a 48-volt motor-generator that allows for greater flexibility in the fuel-saving stop-start system.

    When the M-class rolled out 20 years ago, cross-state rival BMW was just a half-step behind with its first SUV, the X5. This time, BMW beat Mercedes to the punch, rolling out the latest-generation X5three months before the GLE came out. Based as is much of the BMW lineup, from the 3-series to the new three-row, seven-passenger X7 SUV on Bavaria's yogi-flexible Cluster Architecture, the X5 also offers a third row, though the wayback's standard installation in the X7 makes big brother the choice for families with, well, more and bigger brothers. BMW's eight- and six-cylinder engines are updated for the new generation, with the six here whipping up 335 horsepower.

    image by cardrive
    In the U.S., the increasingly diverse Volkswagen Group sells seven SUVs based on the MLB Evo platform, from the $44,000 Audi Q5 to the $300,000 Bentley Bentayga Mulliner. But the Porsche Cayenne is the bastard that paved the way for bastards like the Bentayga and Lamborghini Urus. Revised for 2019, it's a nearly two-and-a-half-ton truck with up to 541 horses from a brand that made its name on lightweight sports cars with engines so small and simple, they didn't need water cooling. The new gen amps up more than outputs, doubling down on the blasphemy with engines co-developed with Audi and a platform developed by the four-ringed brand. The MLB Evo stretches and shrinks as needed, with the Cayenne's wheelbase at the short end of the spectrum.

    Our other MLB Evo entrant, the Audi Q7, stretches four inches longer than the Cayenne between the wheels. The model was the last to market of the vehicles gathered here, with sales starting for 2006, eight years after the Mercedes made its debut. But its current generation is the group elder, having gone on sale for 2016. It's also a Car and Driver favorite, occupying the segment's spot on our list of 10Best Trucks and SUVs and finding its way into one editor's garage. While the Porsche and other Audis move to a new turbocharged 3.0-liter V-6, the Q7 hangs on to its supercharged six for now. We'll miss it when it's gone.

    image by cardrive
    When these things first appeared, SUVs were so inherently macho that the ML320 starred as the jungle cruiser in 1997's Jurassic Park. Today, they're still appearing in Jurassic movies, but they're commonly understood to be suited to mall cruising and nothing more. Well, maybe a little bit more. After preening around Glendale, California, for photos, we headed into the hills north of Pasadena to wreak a little havoc. Snoochie boochies.

    4th Place:
    Mercedes-Benz GLE450

    image by cardrive
    Highs: Macho on the outside, opulent on the inside.
    Lows: Never a dynamic standout, pricey, infuriating infotainment system.
    Verdict: Okay, lunchbox. Let's try this again.
    The Mercedes's fourth-place finish isn't even as close as it looks. Its $575 trailer hitch gave it a five-point bump over the rest all of which can tow more than 7000 pounds when properly equipped. For less than $700, any of its three competitors could have closed that gap.

    But these days, ergonomics is often a measure of how infuriating and baffling an infotainment system is, and the GLE's is both. A touchpad is such an asinine way to control an in-vehicle computer system as to be criminal. There are even tiny, sub-Chiclet-sized touchpads for your thumbs on the steering-wheel spokes. The COMAND system used to be one of our favorites; even if you can bypass the new touchpad with the touchscreen, this change is as disappointing as the moment you find out the Easter Bunny is just a guy in a suit.

    Further complicating the system are its busy graphics and the distracting flood of displays, gauges, and readouts. It's a good thing an alarm sounds and a warning flashes to alert the driver he's about to crash, because this system is the reason.
    While our initial impression of the GLE driving experience was favorable, it fell further down our list with each competitor we drove and each new environment we experienced it in. There's very little communication through any component.

    The Mercedes and Porsche form the big-tire club here, both packing 315s in their rear fenders, but the Cayenne manages far more with its Pirelli P Zeros than the GLE does with its all-season Michelin Primacy Tours. Even compared with the other all-season tires in the test, the front Michelins give up earlier. The GLE feels as if it could use 315s on the front axle, too. And while the body stays nice and level under aggressive cornering, the driver is aware of an awful lot of wheel and tire movement. On a hard mountain run, the Mercedes was the only vehicle to experi­ence brake fade, and it heated its engine oil to nearly boiling.

    New on this generation of the GLE is the E-Active Body Control suspension that can lean into corners, which might have improved the Benz's ride but would have heaped another $8100 on to the tab. As it was, the Mercedes cost more than any other vehicle in this test, and that was without notably more equipment than the Audi or the BMW.

    The Mercedes's straight-six is powerful and smooth, but BMW's 3.0-liter is a testament to consistency and continuous improvement. In contrast to the Bimmer's mill, the Benz's inline-six still feels about the same as the old V-6. Neither it nor the rest of the GLE likes to have any fun.

    3rd Place:
    Audi Q7

    Highs: The king of content, the admiral of accommodations, bad at nothing.
    Lows: Incredible bulk, underwhelming power, starting to look dated.
    Verdict: Being broadly competent is not as enticing as being outstanding at one thing.
    The Q7 keeps landing on our 10Best list because there's nothing it isn't good at. It landed in third place because there's nothing it is the best at, either. It's a comfortable cruiser, but it's no BMW X5. And it's a competent handler, but it's no Porsche Cayenne. If you had to pick one from this group to be your only vehicle, the Audi would rarely disappoint. But what buyer of an $80,000 SUV has just one vehicle to do everything?

    The Q7 is easy and satisfying to drive fast or slow. It's not fun like the Cayenne, but neither is it incompetent. While slightly rubbery, its steering is more organic than the BMW's or Mercedes's, and aside from the X5's, it's the most neutral.

     But there's more body roll than in the Porsche, and the stability control stays busy, intervening with a heavy hand when the Audi is pushed. There's an inch or so of dead space at the top of the brake pedal's travel, but below that, it's firm and progressive.
    In a field of turbocharged sixes, Audi's supercharged six is a unique character. Too bad it's being phased out in favor of yet another turbocharged V-6.

    While output is nearly identical to the Porsche's turbo 3.0-liter
    the engine that is taking all the supercharged six's jerbs the Audi is 400 pounds heavier, and its transmission isn't as quick or smooth, meaning it's the slowest in the pack. We appreciated the opportunity to listen to the sonorous six for longer stretches without hitting felonious speeds, but . . . who are we kidding? We want it to be quicker. It's the slowest one here by a long shot.

    And you'll enjoy being inside the Q7. Its cockpit is refreshingly unobtrusive. A gap between the base of the center stack and flat center console emphasizes the airy feeling of the front row. There's plenty of room in the back seat of this Volkswagen Group product, too, the Q7 scoring the highest in the test for comfort, even though it's the only SUV here with a third row in reserve.

     The second row slides fore and aft to optimize space for a small family or compromise with a larger one aboard.
    In one of several shifts in the segment leaderboard, the Audi's aging interior design now feels underwhelming. The brand has prioritized design inside and out for so long that we were surprised by how much more realized the BMW and Benz interiors feel. In comparison, the Q7's conservatism comes across as a lack of inspiration or maybe commitment. Although, at the pace this segment is evolving, we're sure that will change with the old-man Audi's next facelift in a year or two.

    There's nothing so fundamentally wrong with the Q7 that it needs much more than a mid-cycle refresh to fix. The Audi serves up satisfaction, but if you're looking to fall in love, consider one of our next two suitors.

    2nd Place:
    BMW X5

    Highs: Faster than Walt Flanagan's dog, one of BMW's best interior designs.
    Lows: Handles kind of like a BMW without feeling like it does.
    Verdict: An excellent product, no matter how unexpected.
    It's hard to decide what to think of the X5, because it's hard to decide what it represents. Is this BMW losing its way, or is this just BMW setting aside its pride and giving customers what they want? An SUV needn't be a sporty vehicle—and the X5 isn't.
    And yet, it's hard not to like the X5. The goodwill starts brimming as soon as you climb aboard. Without feeling like barstools, the seats are up high and provide an expansive view all around. It feels as if there's way more glass area here than in the others, which you wouldn't think just by looking at the X5's exterior. Rotating into the BMW from any other vehicle, the effect is truly jarring, and it primed our brains to view the rest of the experience favorably.

    Proof: The X5 is uncharacteristically cushy and isolated. As print director Tony Quiroga noted, switch from Comfort to Sport and "steering feel goes from nonexistent to meh." But on the highway, there's a fluidity and supreme calm about the X5 that is very alluring. On winding roads, the BMW leans nauseatingly, but even then, the suspension absorbs big jolts with a single well-damped cycle. And although it gets discombobulated in rapid transitions, the X5 manages its relatively light mass with the narrowest tires, gripping the skidpad at 0.88 g. Its neutrality while doing so enabled, naturally, by its 50.0/50.0 front/rear weight distribution is the most BMW-like aspect of the X5's handling.
    Its turbocharged 3.0-liter straight-six, on the other hand, is the most BMW-ish element of the vehicle overall. It's a model of smoothness and immediacy, propelling the X5 to the test's quickest acceleration times. And, as opposed to this engine's installation in some BMW coupes and sedans, where it's so isolated that the vehicle seems to be propelled by a soulless electric motor, there's just enough grit here to celebrate internal combustion.

    If the balance and the engine are the most BMW-like aspects of the X5, its staggering value proposition is certainly the least BMW thing about it. The Audi, BMW, and Mercedes are all so packed with features that the differences are mostly in USB-port count and the pile depth of the rear-seat floor mats. Yet the X5 comes in $7000 lower than the Audi, $11,000 cheaper than the Benz. It's wrapped in a rich interior with materials and design that are cool and classic yet modern.

    What we have here is a BMW that doesn't feel like any BMW we've ever appreciated before but one that we respect, perhaps a bit begrudgingly. But you know what we like even more than that? A Porsche that feels the way a Porsche should.

    1st Place:
    Porsche Cayenne

    Highs: Power hits like a sockful of quarters, the uncontested handling champion.
    Lows: Good luck finding this much plastic inside the BMW or Mercedes.
    Verdict: The VW Group does well-rounded well and Porsche does it best.
    There are some things you just don't talk about in public. Like how virtually zero buyers in this segment are ever going to push any of these vehicles to the point that they realize just how wobbly the X5 gets in limit transitions. We will admit that we got a little carried away, because the evidence is damning: Our observed fuel economy was barely half the vehicles' EPA ratings. But not only does the Cayenne make it easy to drive an SUV as though it's a sports car, it makes it fun. Real fun. And it does so with enough competence that its driver has mental bandwidth to spare for laughing at the BMW teetering in his rear view.

    This bit of supernatural chicanery starts with the test's lightest vehicle by more than 200 pounds—the advantage over the heaviest-in-test Mercedes is nearly double that. Porsche's Normal suspension setting is more controlled and competent than the Benz is in Sport, with a one-and-done acknowledgment of surface disruptions that keeps the driver informed but not disturbed. And then Porsche has Sport and Sport Plus modes above that, which cinch tighter the suspenders without adding harshness. Taken as a survey on ride-handling balance, the quartet of vehicles here suggests that it is easier to take a car that already handles well and teach it to ride comfortably than to make a vehicle with a comfortable ride handle well.

    Then there's the Cayenne's steering wheel, a little smaller in diameter than the three others and controlling a system that is so much more responsive and direct than anything else in this comparison test. When we first cycled into the Porsche from the other SUVs, we felt like bad drivers through the first couple turns until we could recalibrate.

    It's not all Cinnabons and chocolate-covered pretzels, though. The Porsche's turbocharged 3.0-liter V-6 gets gritty enough at high rpm to buzz a phone left in the cupholder. We kept thinkin hoping it was new Bumble matches, but we got suspicious when it happened only above 5000 rpm. And while the Cayenne's interi­or would look okay in a base Boxster, Porsche could use some help figuring out what the interior of an $80,000 vehicle ought to look like. As Quiroga noted, "The interior plastics are first rate, but the others all have leather wrappings." The big slab of rubbery plastic that makes up the Porsche's dashboard is particularly conspicuous, and the door handles, window sills, and grab handles are molded from the same material.

    But there are interior highlights. The Cayenne's haptic-feedback center console, with its smartphone-smooth black surface punctuated by crisp little graphics, imparts a clean, technical look. And the five-gauge instrument cluster with a real analog tachometer in the center sets an appropriately sporty tone for the rest of the vehicle.