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2018 Bugatti Chiron
2018 Bugatti Chiron
Overview
Leaving the 99.99 percent in its dust, the Chiron is a 1500-hp smackdown of every hypercar ever produced. An 8.0-liter 16-cylinder engine uses four turbochargers to make 1500 hp and 1180 lb-ft of torque, but calling its acceleration “heroic” would be an understatement—Bugatti claims a top speed of 261 mph. A seven-speed dual-clutch automatic routes power to all four wheels, but it can do more than straight-line speed. The $2,998,000 price tag is a bourgeoisie bargain—hey, it’s under $3 million.
Price Starting at
$2,998,00
Toyota land cruiser
Time Is Money: We Test a $200K 1981 Toyota Land Cruiser
Old Becomes New
The FJ Company focuses primarily on rebuilds of the FJ43 and the even-shorter-wheelbase FJ40 Land Cruisers but also does work on the earlier 20-series and later 60-series models. Starting this year, the firm intends to sell up to 24 Signature-type trucks, for which our Matte Dune Beige test example is an early prototype. Think of it as a trail-ready alternative to a Singer-built Porsche 911, albeit with greater adherence to the original vehicle’s formula and at a somewhat less ridiculous price. We’ve compiled a visual tour of the roughly 3500-labor-hour resurrection process. All examples are built to order, with customizations starting with an impressively detailed and robust online configurator.
All of the company’s creations, from turn-key vehicles to contracted customer jobs, go through the same body-off restoration process at a 75,000-square-foot production facility in Bogotá, Colombia. The FJ43’s build quality and details are meticulously rendered and restored—such as the super-cool vintage Toyota badges that wrap around one of the rear corners—and its boxy, old-school charm is off the charts. While $200K buys you a 21st-century powertrain and a host of other updates not available on the company’s less expensive versions, make no mistake: This is an authentic, steel-bodied FJ Land Cruiser that, despite its enhancements, still drives with the woolly disconnectedness of an ox cart.
The Signature is underpinned by custom live axles front and rear with 4.10:1 gears and rides on 17-inch steel wheels wrapped with meaty 285/70R-17 BFGoodrich Mud-Terrain T/A KM2 tires. Beefy Old Man Emu leaf springs and new-age Fox dampers at all four corners are good for about 2.5 inches of suspension lift above stock and have the compliance of a bridge girder; loading the FJ with a half-dozen adults—the four in back sit on two longitudinally oriented fold-up benches—greatly improves this off-roader’s normally jarring ride quality.
Rolls royce phantom extended wheelbase
The all-new Rolls-Royce Phantom is a modern private jet for the road
The Rolls-Royce Phantom is one of the oldest names in the car business. For nearly 100 years, the Phantom has been a byword for luxury, exclusivity, and world-class engineering.
Rolls-Royce Motor Cars launched the seventh-generation Phantom in 2003 after a decade of dormancy. It was the first new Rolls-Royce introduced after BMW assumed control of the brand from Volkswagen Group in what was one of the most bizarre business deals in recent memory.
For 13 years, the Phantom VII served Rolls-Royce with distinction as its flagship model while also becoming a catalyst for the brand's recent renaissance. With annual sales topping 4,000 cars, the past few years have been happy times for the rarefied luxury automaker.
Now, there's an all-new Phantom.
On Thursday, Rolls-Royce unveiled the Phantom VIII.
"The Phantom is the pinnacle of the Rolls-Royce brand in its truest sense," CEO Torsten Müller-Ötvös told Business Insider in an interview. "It embodies all of the qualities Rolls-Royce is well known for. It starts with the magic carpet ride, the quality, the precision design, and engineering."
"It embodies what Sir Henry Royce said, 'Take the best that exists and make it even better,' and that is exactly what the Phantom is in every single detail," Müller-Ötvös added.
Rolls-Royce is expected to commence customer deliveries of the Phantom VIII in early 2018. The standard wheelbase Phantom starts at about $450,000. Company data, however, shows Phantom VIII customers are adding more than $150,000 in bespoke options to their cars for an average order price of $600,000.
2018 Volkswagen Golf Alltrack
Aside from perhaps Volvo, no car company has championed station wagons in the United States as consistently and as ardently as Volkswagen. While other automakers abandoned the body style as SUVs and crossovers rose to dominance, VW has persisted in selling wagons in America for more than 50 years now. But over the past few decades, a charge led by the Subaru Outback has caused even the niche wagon market in America to skew toward a preference for all-wheel drive, raised ride height, and SUV styling cues, and VW responded by introducing the Alltrack variant of the Golf SportWagen for 2017.
Ardent champions of the station wagon that we are, we’ve just welcomed a Golf Alltrack into our long-term stable. It follows a 2015 Golf GTI and a 2015 Golf SEL as the third version of the 10Best Cars–winning Mark 7 Golf to go through our 40,000-mile test regimen. Our Alltrack, like almost all 2018 Golfs, is the beneficiary of a mild visual refresh and an updated infotainment system, and it now also sees wider availability of some active-safety features.
Ferrari 812 Superfast
Ferrari 812 Superfast
Overview
With a claimed top speed of 211 mph, the name 812 Superfast is not mere hyperbole. This curvaceous coupe is packing a 789-hp 6.5-liter V-12 under its hood, driving the rear wheels through a seven-speed dual-clutch automatic. An active diffuser and aerodynamically shaped body panels help the 812 Superfast slice through the air with minimal drag and on to its heroic maximum velocity. What’s the price for all this awesomeness? More than $300,000, with values likely rising from there.
2018 range rover velar
2018 Range Rover Velar P380 V-6
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The “compact luxury crossover” descriptor is hardly vivid enough for Land Rover’s Range Rover Velar. The SUV is on the large side of that class and looks it, measuring just shy of the mid-size Range Rover Sport in every dimension. The Velar’s outsize luxuriousness and sleek style further elevate its station above staider (and smaller) sales chasers such as Audi’s Q5 and the BMW X3.
Just don’t call the Velar fat—although it is heavy at 4676 pounds, it’s more big boned. Literally. Underneath its sleeker, low-roof take on Range Rover’s signature rectilinear styling sits the same plus-size architecture that underpins Jaguar’s F-Pace. However, Land Rover tunes most of the Jag’s athleticism out of the chassis, although we’re okay with that, particularly on a luxury-minded SUV. Still, the Velar’s ride could be softened just a smidge further to match the handling’s relaxed vibe.
Engine Trio
There are three engine choices, none of which stands out as a runaway must-have. Base models use a 247-hp turbocharged inline-four and carry the P250 moniker, denoting their 250(-ish) horsepower and P-for-petrol (gasoline) appetite. We have yet to test a P250, but we’ve driven one and it doesn’t move the Velar with much verve. A 180-hp turbo-diesel four-cylinder that flies under the D180 banner is optional, and it is even more sluggish than the P250. Finally, there is the 380-hp supercharged gasoline V-6 tested here, which gets the designation P380.
Although the six is used in other Jaguar Land Rover products, in the Velar it lacks the sweet exhaust note it exhibits in other JLR applications. And while much of the tire, wind, and suspension noises don’t enter the cabin, the V-6’s unrefined sounds manage to penetrate its firewall. A full-throttle run to highway speeds whips up a great din from the engine, and you’ll get the sense that even this range-topping V-6 and its attendant eight-speed automatic transmission labor to move the hefty SUV. Indeed, the Velar, at 5.7 seconds to 60 mph, is a significant 0.6 second slower than its mechanical twin, the Jaguar F-Pace S. This Range Rover also returned a disappointing 17 mpg overall during our test.
Wow Factor
We suggest embracing the Velar’s relaxed driving demeanor while spending time admiring the stunning interior. Modern and well appointed, the cabin is assembled from high-quality materials combined and executed in novel ways. Take, for example, the door trim, which is available in typical materials such as wood or aluminum but is incorporated in the recessed part of the door panels alongside the elbow rests.
Even with all that, the rest of the interior is outshined in wow factor by Land Rover’s all-new dual-display infotainment system, InControl Touch Pro Duo. The system banishes nearly every major physical button in the cabin save for the headlight switch, the transmission’s rotary-knob gear selector, and the window switches. Visually, this is a coup. The two glossy 10-inch touchscreens, which are augmented by the Velar’s standard digital gauge cluster, look incredible.
Porsche.GT3
The GT3 for the Rest of Us
It’s worth mentioning here that the six-speed manual transmission and the spoiler are the only meaningful differences between a Touring-equipped and a standard GT3 (the latter is available with a seven-speed dual-clutch automatic or the same six-speed manual—overall gearing differences are minuscule). A mechanical limited-slip differential, Porsche Torque Vectoring, and 20-inch wheels are still included. Black leather replaces microsuede in much of the interior, while cloth seat centers solidly locate the driver and passenger (there is no back seat in this 911). Call it a 911 R at a fat discount. Although the GT3 is available new, the ship has sailed on the 2016 911 R, the limited-edition model originally priced at $185,950 that quickly shot to up to five times that amount on the aftermarket.
But we digress. The soul of the GT3 remains its naturally aspirated 500-hp 4.0-liter flat-six. Touring package cars can be ordered with carbon-ceramic brake rotors, the front-axle lift system, and most of the 911’s outsize list of options. Among the few options you can’t get with the Touring is the Clubsport package, which includes a roll cage but isn’t offered in the United States anyway.
When it comes to road driving, the Touring isn’t discernibly different from the standard GT3, a car we drove last spring. It remains a redline-punishing mainline injection of adrenaline for which there is no substitute—another phrase Porsche has been known to toss around.
Splitting Airs
Look carefully and you’ll see that the GT3’s variable spoiler isn’t exactly the same as the one found on a humdrum 911 Carrera. Fitted to its rearmost edge is a Gurney flap (rest his soul) that helps its effectiveness. In addition, the variable spoiler’s deployed angle is increased from 15 degrees on the Carrera coupe to 20 degrees on the GT3 Touring.
Those top-speed downforce numbers, because we know you care, are as follows: GT3 Touring, 110 pounds; GT3, 331 pounds. And although the downforce delta at warp speed is significant, that gap shrinks at lower velocities such that at 120 mph—and how much time do you spend there, really?—the GT3 Touring makes 44 pounds of downforce versus the bewinged model’s 132. For comparison, a standard 911 Carrera at its 183-mph top speed produces a small amount of lift.
The GT3 Touring’s spoiler raises automatically at 75 mph and retracts at 50 mph. It can be raised manually using a button on the center console—supposedly for cleaning but more often deployed by those opting to wear a dork cap for a while.
All of this is the long way of saying that the GT3 Touring is the discreet GT3—one loaded with sub-triple-digit thrills equal to those delivered by its more track-oriented sibling. If the monotony of Porsche price hikes has grown old for you, here’s something as rare as seeing fairies mate: Porsche isn’t asking a premium for the Touring. It exists as a zero-cost option on the $146,350 manual-equipped GT3. (Dual-clutch-equipped GT3s have a cheaper gas-guzzler tax, so the effective option price is $700.) Expect to see both versions in showrooms this spring. Contact your friendliest dealer immediately if you hope to get one at anything near sticker price
The C-CLASS SEDAN
The quality is genuine. The feeling is real.
Ultramodern style can't conceal a tradition of craftsmanship that's generations deep. Four wood options are all finished by hand. Seats are impeccably tailored, invitingly contoured. Three colors of ambient lighting are available.
A rush of acceleration. No hurry to the gas pump.
With 241 hp and a new 9-speed, the turbo C 300 rushes to 60 in just 5.8 seconds. Its Direct Injection and multispark ignition can self-tune in milliseconds. The equally quick C 350e teams turbo and plug-in power for 275 hp and up to 51 MPGe. [1]
Nine paddle-shifted speeds. And a mode for every mood.
The C 300's new 9G-TRONIC automatic is smoother, sportier and smarter. DYNAMIC SELECT lets you dial in the car's driving character, from energetic Sport mode to easygoing ECO. There's even a mode you can set up as you like.
The agility of a track star. It's in its genes.
With racing-bred design and selective damping, the 4-wheel multilink suspension clings to curves yet glosses over bumps. Sport tuning further sharpens the C 300 AMG Line. The C 350e rides on self-leveling, multimode AIRMATIC®.
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