The startup's CEO Peter Rawlinson confirms the existence of the new EV.
A new exterior color on top of red leather should make for an eye-catching combination.
Best of all, a whole lot of this stuff will be ready to roll at launch.
The as-yet-unreleased Panamera lapped the Nordschleife in 7:29:81.
The hybrid power would likely come from Ford's electrified 10-speed automatic transmission as seen on the Explorer hybrid.
That's not all: 4,000 Ford F-150 and Lincoln Corsair models are also being recalled for unrelated issues.
The fourth-generation family crossover offers top-notch in-car tech and a hybrid option that rivals can't match, but less room.
2021 brings the TRD Pro's new color option and a new Nightshade Edition.
I tested a $89,100 Audi e-tron, an all-electric SUV from the German luxury brand. When it debuted in 2019, the e-tron was touted as a potential Tesla rival from an established manufacturer. E-tron sales, however, have been relatively disappointing. The SUV is quick and roomy, but it has limited range — just 204 miles on a charge. I enjoyed driving the e-tron, but the price tag is so high that it's hard to justify putting one in your driveway, given that the Tesla Model X goes so much farther. Visit Business Insider's homepage for more stories. When the Audi e-tron hit the market in 2019, it was supposed to challenge Tesla's Model X and Model Y, Elon Musk's crossover SUV duo. Based on the successful Audi Q5, the e-tron looked pretty good on paper: a substantial 95 kilowatt-hour battery pack served up more than 200 miles of range, in a luxurious package carrying the badge of a leader in the premium SUV realm. The e-tron has, however, proved a sales disappointment in the US, with only about 5,200 units purchased in 2019. To be fair, the SUV was starting at zero, so any sale was a victory, and the all-electric helps Audi worldwide to comply with emissions laws. (Audi's conventional SUVs are doing just fine: The Q5 sold about 67,500 units last year, contributing healthily to a total of 224,000.) As Audi's sole EV, the e-tron can sell in small numbers without disturbing the company's financial health. But it is a signal of what's to come. And as the automaker moves to roll out 20 new EVs in the next five years, and as its corporate parent VW pushes for an ambitious EV expansion to replace diesel (especially in regulation-happy Europe), the quality and popularity of those rides will take on more and more importance.  I had not yet driven the e-tron, so when Audi let me borrow an $89,100 example from the 2019 model year, I was enthusiastic to see how it stacked up against the Tesla Model X and the Jaguar I-PACE, the "SUEVs" I'd already experienced. I'd heard good things about the e-tron, but was skeptical about the 200-mile range, given that consumers appear to want something more like 300 miles. The current "Long Range Plus" Tesla Model X can log 351 miles between charges. Upstart Lucid has already promised a range over 500 miles for the Air, its luxury electric sedan.  Still, I went in with an open mind:  FOLLOW US: On Facebook for more car and transportation content! The Audi e-tron arrived in my driveway wearing a handsome "Daytona Gray" paint job — $600 extra. The base price was $74,800, but the as-tested cost was $89,190, after quite a few options entered the picture. The e-tron is slightly larger than the Audi Q5, the marque's all-important mid-size SUV. But the e-tron is a bit smaller than the three-row Q7 and can handle just five passengers. Read the review. Apart from a few flourishes, the e-tron looks very much like any Audi crossover. That's not a bad thing, as Audi's crossovers have been extremely successful in segments that are extremely competitive. The Audi design template is the most obvious right upfront. Of course, the all-electric e-tron doesn't technically require a grille, but it has one. The e-tron badging is exceptionally subtle. It appears on the flanks ... ... At the rear (in quite tiny chrome rendering) ... ... And in an equally modest form on the passenger side of the dashboard. Frankly, it's almost like Audi didn't want anyone to know that this crossover is an e-tron. Audi is known for its piercing "Matrix" LED headlights, with LED running lights that are something of an industry standard. More almost-invisible e-tron badging appears beneath the famous four rings, a reminder that this vehicle has Audi's legendary quattro all-wheel-drive system. As with any Audi SUV, the four rings also appear on the rear hatch. A distinguishing feature for the e-tron — one of its few electric tells — are the 21-inch, five-spoke wheels, with orange brake calipers. They're part of a $4,900 "Edition One" package, meaning my tester was one of just 999 vehicles built for the series. I didn't particularly care for them. The rear end of an SUV is rarely an attractive thing, but Audi's rear ends are better than most, including VW Group stablemate Porsche's. Cargo capacity is excellent: 27 cubic feet with the second row up, 57 cubic feet with the second row dropped. That's better than the Q5. I had absolutely no difficulty with a quick weekday grocery run. The interior was a kinda stock Audi black, a tone I've seen a lot of lately. It just works, supporting Audi's minimalist approach to luxury. The front seats were Valcona leather, heated and cooled, part of a $7,000 "Prestige" package. Audis split the difference between the driver-focused cabin of BMWs and the high luxury of Mercedes. This vibe has found adherents among younger consumers, who have elevated Audi to being the third top-tier German automaker in the premium market. The multifunction, leather-wrapped steering wheel is a standard on luxury vehicles these days, but Audi adds its "Virtual Cockpit" technology, which can transform the large digital instrument cluster, offering customized information views. The rear seats are a roomy bench design. The legroom is adequate, and a $900 "Cold Weather" package added heaters, plus a preconditioning protocol to warm up the entire cabin. Let's pop the trunk! OK, one might ask why the trunk needs to be popped on an EV. But Audi decided to house the electric drivetrain in the same way it would an internal-combustion engine. The 95-kWh battery sends power to a pair of electric motors, yielding a total power output of 402 horsepower and 490 pound-feet of torque, with a 0-60 mph time of just over five seconds. The range is a comparatively disappointing 204 miles, but the e-tron does have the capacity to handle 150-kW fast charging. The e-tron uses 88% of its full 95-kWh battery to preserve its life, and the vehicle can regain 80% of a full charge in 30 minutes. The transmission is a simple single-speed automatic. In practice, the e-tron is smooth and quick, genuinely a fun machine to drive. Audi's superb MMI infotainment interface runs on a large central touchscreen, with a smaller touchscreen below for climate controls. All functions are blissfully easy to use, from Bluetooth device pairing to USB integration, plus reliable GPS navigation. The Bang & Olufsen premium audio system sounded great. What's the verdict? I had a good time with the Audi e-tron, but I can't recommend choosing it over the Model X or the Model Y, mainly because its range undermines its use-case. Audi's bread-and-butter SUVs — the Q5 and Q7 — are supposed to be versatile, luxurious, suburban chariots, but they're also supposed to be capable of longer voyages. And while 200 miles is decent range for an EVs, it's not really competitive in this segment, vaguely delineated as it is.  What I'm saying is that if I wanted an EV runabout, I could spend a lot less on a Nissan Leaf and have comparable versatility to the e-tron. But if I wanted to take a family trip, I'd need a back-up SUV. So imagine: a two-car driveway, with an Audi e-tron sitting next to a gas-burning Q5 or Q7. Yes, maybe. But the most recent Q7 I reviewed costs $76,000, and my e-tron tester started at almost that much before many thousands in extras raised the price by ... a lot. Do the math and you have a garage that houses $165,000 worth of SUVs, with a shared 600 miles of range.  Not such a great deal. And while I drove the e-tron all over the New Jersey-New York area for a week and didn't drain the battery, in normal everyday use, I'd surely be recharging every few days. If I'm like most owners, that's happening at home, overnight, on a 240-volt charger, so you could argue that I'd start every day with a "full" tank of electricity. But again, I could drop $45,000 on a Leaf Plus and get 230 miles of range while spending less time sweating my monthly car payments. The e-tron is, objectively, a very nice SUV, just as the Q5 and Q7 are standouts in their segments. And its performance is compelling. And if you don't much like driving, the vehicle has all the driver-assist features you could want in the luxury category — and thanks to nearly 500 pound-feet of torque, the e-tron can tow 4,000 lbs. But as nice as the e-tron is, and as smooth and pleasurable as it is to pilot, with outstanding design and industry leading technology, I simply can't talk myself into the idea of ownership. The e-tron is a rolling compromise, essentially a transition of the Audi of today, selling two variants of this vehicle, as the Audi of tomorrow, with more than a dozen EVs prospectively in the portfolio. You almost can't do better than an Audi when it comes to luxury SUVs. But when it comes to luxury EV crossovers, you have superior choices.  
Bentley has officially revealed the 2021 Bentayga Speed, its most potent luxury SUV, with a 6.0-liter W12 engine capable of hitting 190 mph. Second in the refreshed Bentayga family, the new Speed model is no less lavish than the Bentayga V8, but it packs 626 horsepower and 664 lb-ft of torque under the hood. 0-62 mph, then, comes in just … Continue reading
With a 6.0-liter W12 and all the leather, Alcantara and carbon fiber you could ever want, the Bentayga Speed is a serious statement of intent.
Some things take a little time to reach their very best. Wine, for example, or fine leather, or balsamic vinegar. Well, we can add the 2021 Bentley Bentayga to that list. It has fine leather too, in fact, but it’s the automaker’s finessing elsewhere in this refreshed version that elevates it so well. The Bentayga is Bentley’s take on the … Continue reading
Jeep published a teaser photo to social media channels playing up its magnificence in size and style.
$5,000 gets you a fuel-sipping hybrid sedan, a go-anywhere SUV with four-wheel drive, and anything in between.
Image: Nio Chinese EV startup Nio has rebounded from the early months of the COVID-19 pandemic, setting a company record for deliveries and revenue during the second quarter of 2020. Buoyed by a return to strong automotive sales in China, a successful rollout of the updated version of its first electric SUV, and a recent $1 billion investment from local government entities, the startup now appears to be on its most solid footing since late 2018. Nio, which is backed by Tencent, has found that footing at a pivotal moment. While the pandemic helped put a number of other startups in danger of going out of business around the world — including some seen as potential frontrunners, like Byton — competition has once again heated up in China as the... Continue reading…
As it turns out, the Levante SUV is not the only Maserati to come in Trofeo trim. For 2021, the Ghibli and Quattroporte can now be ordered as Trofeo models. Sounds good, but what does this all mean? Well, the Trofeo badge comes with a standard twin-turbocharged 3.8-liter V8 engine. Such a large, force-fed motor produces a lot of power, … Continue reading
With looks that fall somewhere between Rolls-Royce Cullinan and Cyberpunk 2077, the GV80 is set to turn heads and empty wallets.
Magna Steyr, which builds the Toyota Supra and BMW Z4, could be the company tapped to also assemble the upcoming electric SUV.
The Jeep has a bit of a tougher time, but eventually makes its way up an inclined rock formation.
These electric SUVs don’t have the Tesla's long driving range but make up for it with luxury and styling.
Shoving a bike in the back of a car is a great way to leave grease and mud stains on your nice upholstery.
There’s a new platform, and the first new car is next year’s Ioniq 5 crossover.
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Two of the three Ioniq models will be based on previous concept cars
Weirdly, the little Ioniq hatchback we know and love isn't invited to come along.
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I tested a $76,000 Audi Q7 55 TFSI from the 2020 model year — an updated version of the second-generation of this popular luxury SUV. In the premium, three-row SUV realm, the Q7 has always been considered an excellent choice, and the 2020 model year is no exception. The major change is a new engine: a supercharged V6 has been swapped for a turbocharged V6 that's more powerful. The 2020 Audi Q7 continues the carmaker's tradition of serving the family luxury market. Visit Business Insider's homepage for more stories. In the mid-size luxury SUV market, the two-row contestants compete more fiercely than their three-row counterparts. But for families, all transportation tends toward three-row capabilities. Once you're hauling two or three kids — plus all their gear, plus their friends, plus their friends' gear — that extra row becomes necessary.  So you can go minivan, move up to a full-size SUV, or continue with mid-size vehicles, but add a third row and two more seats. If you've been a luxury customer, your needs are currently well-served: Mercedes, BMW, Lexus, and Volvo, among others, are selling utes that can accommodate seven passengers. Audi's Q7 has been in the game for a good while. In my book, this ute sets the standard. And it needs to, as its relatively high price tag provides a boost to Audi's revenue and profits. The latter has slid below 10% annually, and Audi wants to get back above that as soon as possible. Given all that, I was rather interested in seeing what the refreshed second-generation of the SUV was like. Had it kept pace? And could it get the job done for Audi moving forward? Read on to find out:FOLLOW US: On Facebook for more car and transportation content! My 2020 Audi Q7 55 TFSI test SUV arrived wearing a suave "Orca Black Metallic" paint job. The as-tested price was $76,040, but the base price was $60,800. (The cheapest Q7 is $54,800.) The Q7 has been in the Audi lineup since 2005, pioneering the luxury, three-row SUV market. The second generation of the vehicle landed in 2015 and was refreshed in 2019. The Q7 is Audi's largest SUV. It actually resides above the sporty Q8 in the brand's lineup, as well as the compact Q3 and mid-size, two-row Q5. I tested the Q7 in 2016 and called it "luxury SUV perfection." Read the review. The Q7 has long been regarded as a sharply-designed SUV, and for the refresh, Audi didn't mess with success. The "matrix" design LED headlights were part of a $10,400 "Prestige" package. Audi can take credit for creating an innovative daytime running-light idea, and these headlamps can easily pierce through the darkness. My tester came with a set of 21-inch, 10-spoke wheels, included with a $1,750 exterior kit. The back end of SUVs tends to be a weak point — there's no way to make an up-swinging barn door look good. But the Q7 at least offers a smooth and sculptural interpretation. The elegant arrangement of the tail lights certainly helps. Three-row SUVs can carry an additional two passengers, but a third row cuts into cargo capacity. You have a mere 14 cubic feet to work with. However, if you drop the third row, that increases to 36 cubic feet. And if you lower the second and third rows, you have a cavernous 70 cubic feet. My Audi Q7 55 TFSI had a 3.0-liter, turbocharged V6 engine under the hood. It makes 335 horsepower, with 369 pound-feet of torque. It also adds a modest mild-hybrid system that has a negligible impact on performance. The power is sent to Audi's legendary Quattro all-wheel-drive system through a clean-shifting eight-speed automatic transmission. Fuel economy is fair: 17 mpg city/21 highway/18 combined. The black interior on my Q7 was very, very Audi. The minimalism was palpable — a sharp contrast with Mercedes' blingy approach, and with BMW's driver-focused cabin layout. A secondary touchscreen in the center stack enables climate control and also manages the heated and cooled front seats. Beautiful, but in practice, a bit tricky to use. The second row is as restrained as the front seats, with pretty good legroom. The second row has its own touchscreen-based set of dual-climate controls, The seats are also easy to drop, to provide access to the third row. About the third row: the space is inadequate for anyone except smaller adults and pre-teen children. The Q7 driver is a lucky human, perched at the center of a high-tech, digital nerve center. The leather-wrapped, multifunction steering wheel is what one expects on an SUV of this caliber, but the Q7's layout is exceptionally user-friendly. The Audi MMI infotainment system has an optional feature called "Virtual Cockpit" that allows the driver to customize the digital instrument cluster. I like to fill the screen with the navigation map. The MMI system is superb — crisply rendered on a large touchscreen. It's responsive, but it does involve some sub-menus that you have to acquaint yourself with. It does everything well, from Bluetooth pairing to USB connectivity to GPS navigation. Apple CarPlay and Android Auto are available, if you prefer your smartphone's OS. Wireless charging is also in the house. Like heated/cooled seats and heated steering wheels, this has become a must-have feature for me on luxury vehicles. In the luxury market, the Audi Q7 truly sets a standard for how to do a three-row SUV. That's why the vehicle is so popular among families, selling 35,000 units in 2019. By the way, the dual-pane moonroof is welcome in a black SUV with an all-black interior. So what's the verdict? When I last tested the Q7, I found it to be utterly and completely compelling. "Audi has really done a fine job of pleasing everyone with its premium SUV lineup," I wrote. "The luxury is there, the comfort is there, the roominess and versatility are there, the power and handling are there, the infotainment and ergonomics are there, and then there's an intangible Audi thing, which has always made these SUVs winners in the suburbs of New York, Boston, Chicago, San Francisco, and Los Angeles." Nothing has changed since 2016, except that Audi has sold tens of thousands more Q7s to happy customers. The 2020 iteration is in no way a letdown. The big difference between the pre-refreshed Q7 I tested four years ago and this newbie is the turbocharged V6, which replaces a supercharged six. All things being equal, I favor supers to turbos for larger displacement vehicles, so missed some of the old Q7's surging power. But the turbo six is punchier, and there's more torque. So, improvements. As far as I could tell, the 0-60 mph time is about the same, a scooch under six seconds — pretty fast for a vehicle this large. The Q7's handling is also superb. I'd say it's nearly car-like, except that Audi's cars handled with dazzling verve. So I'll qualify and say that for a 5,000-pound ute, the Q7 manages some magic. In my testing, I alternated between the Comfort and Dynamic drive modes, and while Dynamic adds oomph to the throttle and tightens up the steering, Comfort is plenty sporty. This is a great benefit of all Audis — they feel spirited even when they aren't supposed to. I didn't tow anything with the Q7, but the rating is fantastic at almost 8,000 pounds. Unfortunately, my week of testing didn't coincide with a family trip, so I couldn't sample the real-world capacity and comfort of this SUV. But it should be excellent for most owners, for both mundane weekday/weekend errand duty and shopping, as well as summer road trips. The bottom line here is that Audi updated with Q7 without altering much beyond the drivetrain, which is arguably now better. That means this three-row, seven-passenger hauler remains among the top tier of luxury utes.
The Polestar 2 is the first electric car from Volvo's spinoff brand. The hatchback boasts dual-motor all-wheel drive and an Android-based infotainment system.
It's the heart of summer in much of the US, and families are thinking about loading up kids, pets, and gear for road trips. I've selected four family-friendly SUVs, at four price points, that are excellent road-trip chariots.  I've also thrown in a high-performance SUV and an all-electric SUV, for those looking for something different. Visit Business Insider's homepage for more stories. It's road trip season, and given the constraints that the coronavirus pandemic has imposed on family travel this summer in the US, a lot of folks are thinking about getting behind the wheel rather than aboard a plane or cruise ship. Over the past few years, I've tested numerous SUVs, so I thought a roundup of three-row, seven-passenger choices at different price points, from budget to costly, would be helpful. I settled on SUVs from Mazda, Subaru, and Kia — and I threw in a high-performance ute from Porsche (lacking a third row) and an all-electric option from Tesla (with a third row). These SUVs each combine versatility, decent fuel economy, and cargo space to make for excellent family-hauling. They also all have all-wheel-drive, which isn't entirely necessary in the summertime, but comes in handy at other times to the year. Read on to see what these road-tripping SUV can offer:FOLLOW US: On Facebook for more car and transportation content! THE BUDGET CHOICE: The Mazda CX-9. $34,000 base, $45,000 as-tested. Read the review. The Mazda CX-9 is the family road-trip mobile I most often recommend. The price is right, it seats seven, and I haven't heard many complaints about the third generation of the SUV, rolled out in 2016. The interior on the CX-9 I tested was semi-premium — a real treat at this price-point. I had but one complaint when I drove the CX-9 for a week. The Skyactiv-G 2.5-liter, four-cylinder turbocharged engine cranks out only 250 horsepower, less than what you'd get in a competing vehicle with a V6. Fuel economy is decent, at 23 mpg city/highway combined. Cargo capacity was fine, however, at about 15 cubic feet. As with many three-row crossovers, using the third row greatly diminishes what you can haul — to manage five passengers, I used just one of the third-row seats, which increased the cargo hold to around 30 cubic feet. Mazda's infotainment system lags the industry, but it does cover all the expected bases: Bluetooth connectivity, USB ports, and GPS navigation. THE MIDDLE OF THE PACK CONTENDER: The Subaru Ascent. $32,000 base, $46,000 as-tested. Read the review. The Ascent is Subaru's first crack at a mid-size SUV since the ill-fated Tribeca. We were impressed by the Ascent's comfortable cabin, bountiful safety features, solid driving dynamics, and turbocharged engine. The interior of our top-spec Touring model really impressed. The cabin is traditional Subaru — very conservative but effective and easy to use. Ergonomics are terrific, with no oddly placed buttons or knobs to report. Seating for third-row passengers is cozy, but the second row is fine. With the third row folded, cargo capacity is 47 cubic feet. With the third row in use, it's 18 cubic feet. Power for the Ascent comes from a 2.4-liter, turbocharged four-cylinder engine. The "flat" or "boxer" turbo-four produces 260 horsepower. Combined with all-wheel-drive, the powertrain gives up a bit on the MPGs, which are under 30 in combined city/highway driving. The center stack is dominated by a high-definition touchscreen running the latest variant of Subaru's Starlink infotainment system. It does everything well, from GPS navigation to device integration. THE NEAR-LUXURY FAMILY HAULER: The Kia Telluride. $32,000 base, $47,000 as-tested. Read the review. The Kia Telluride impressed me at all levels and represents fantastic value for the SUV segment. The Telluride's interior isn't luxurious, but it isn't mass-market. For most consumers, it's pure Goldilocks: Just right. The Telluride does three rows as well as I've seen in an SUV. And even the back row deployed, it offers an impressive 21 cubic feet of cargo space. Fuel economy from the 291-horsepower V6 is also pretty decent, if not remarkable: 21 mpg in city/highway combined. Kia is selling what I consider one of the top infotainment systems on the market. The 10-inch central touchscreen is nearly perfect, and the use of old-school buttons, knobs, and switches is welcome. THE MONEY-IS-NO-OBJECT OPTION: The Audi Q7. $55,000 base, $76,000 as-tested. The Audi Q7 is a solid choice in the luxury SUV market. I recently tested a 2020 model of the vehicle, now in its second generation. The Q7's interior is a study in tasteful minimalism. My tester was all-black, with piano-black surfaces and a modest amount of wood trim. Power came from a 3.0-liter, turbocharged V6, making 335 horsepower (a smaller four-cylinder offers 248 horsepower). My V6 served up 18 mpg, in city/highway combined. With all three rows in action, you have only about 14 cubic feet of cargo space to work with. Drop the third row, and that rises to 30 cubic feet. Audi has one of the best infotainment systems in the industry. The central screen provides access to faultless GPS navigation, easy Bluetooth pairing, and effortless device integration. My tester also had the "Virtual Cockpit" feature, which can transfer some features to the instrument cluster. THE GO-FAST ALTERNATIVE: The Porsche Cayenne GTS. $107,000 base, $167,000 as-tested. Read the review. The Cayenne GTS is a very special set of wheels: expensive, but with the sort of prizefighter punch that rewards spirited driving. Plus, the ability to haul enough luggage for a weekend on the road — just not one involving a family of five. Porsche interiors aren't overtly luxurious, nor are they supposed to be. But the Cayenne GTS's has something else going for it: sporty touches. AND for my test vehicle, a rear-seat entertainment system, powered by Android. The Cayenne GTS rocks a 4.0-liter, twin-turbocharged V8 engine, making 453 horsepower. The motor is thirsty and not yet EPA-rated for fuel economy. But I think I was under 20 mpg on average. With the back seats in use, there are 27 cubic feet to work with; drop the back seats and that increases to 60 cubic feet. Porsche's infotainment system is quite good, although not quite the best. It's outdone by Audi (Porsche's VW Group stablemate). But the system checks all the right boxes, from Bluetooth pairing to USB device connectivity to GPS navigation. There's also wireless charging. IF YOU WANT TO GO ELECTRIC: The Tesla Model X. $80,000 base, approximately $150,000 as-tested. I actually took the Model X on a 700-mile family road trip. Its interior was more or less roomy enough for five people. Read all about the road trip. But only more or less. The third row is quite compact. Even with one third-row seat in use, cargo capacity was fantastic, and we had backup from the front trunk. The Model X I tested had roughly 300 miles of range, but Tesla has improved that to 350 miles, for what it calls the "Long Range Plus" trim level. One does have to deal with recharging times when road-tripping in Tesla. Even Supercharger-enabled fast charging could consume 30-45 minutes. Tesla's technology is fairly incredible. The large central touchscreen controls everything from navigation (which can optimize charging times, based on routes) to audio to Tesla's Autopilot semi-self-driving system.
This is the first of many battery-powered vehicles that the Detroit-based automaker will introduce in the coming years.
The ballpark MSRP for GM's forthcoming electric SUV suggests it will be more of a Tesla Model X competitor than a Model Y rival.
And its size is about as small as its chances of a US debut, but never give up hope.
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