Lamborghini Huracan

The Lamborghini Huracán is the junior partner in the Italian automaker's lineup. A two-door supercar, the Huracán shares some of its essence with the Audi R8.

 If "bargain" and "Lamborghini" don't sound mutually exclusive to you, mazel tov. The base price of a Lamborghini Huracán touches $250,000 and for that much, the super sports car rivals some of the top performance cars in the world, even stepping on the toes of the larger, more expensive Aventador in some measures.

The Huracán succeeds the Gallardo as the brand's less-expensive sports car. Like the Gallardo before it, the Huracán gets its power from a 5.2-liter V-10 engine mounted amidships, powering all four wheels. That's about where the similarities end. Every element of the Huracán has been redesigned, upgraded, and improved as compared to the Gallardo's already high standard.

In base form, that 5.2-liter V-10 engine generates 601 horsepower, sending its power through a 7-speed dual-clutch transmission to all four wheels. Acceleration is predictably brisk, with 62 mph arriving in just 3.2 seconds and 124 mph in 9.9 seconds. The car's top speed is 202 mph.

The acceleration is aided by a lower power-to-weight ratio, with the chassis of the latest little Lambo using plenty of aluminum and carbon fiber. Weight is down to a relatively svelte 3,140 pounds. Lamborghini is using new bonding methods to connect the aluminum to the carbon fiber, ensuring durability and rigidity.

The technological advancements continue inside the Huracán. Drivers are greeted by a 12.3-inch information display, which takes the place of conventional gauges and also displays infotainment and navigation information. The screen can also be customized to the driver's taste. A covered start button sits at the base of the center console, while a secondary screen for ancillary (digital) gauges sits up top, and a steering-wheel button lets the driver select between Strada, Sport, and Corsa driving modes. The interior has an almost industrial, purpose-built feel to it, with all of the important functions directed toward the driver, and several items on the steering wheel, which has no stalks sprouting from its column.

The trio of modes also determines the shift points and speed of the Huracán's transmission exhaust volume, stability control settings, throttle mapping, chassis response, and four-wheel-drive system calibration. An optional Dynamic Steering system can further enhance performance-tuned dynamics, while magneto rheological dampers offer a range of ride and handling settings to go along with the three modes.

Another high-tech element of the Huracán's performance is the Piattaforma Inerziale, which uses three gyroscopes and accelerometers (most cars use only a single gyroscope) to precisely measure the car's pitch, roll, and yaw rates, thereby enhancing the computer's ability to calculate traction and maximize speed while retaining the safety net of computer intervention. Because the Huracan uses three gyroscopes, no data has to be interpolated from other sensors, cutting the response time for the system even further.

Attractive 20-inch wheels partially obscure meaty carbon-ceramic brakes and complement the Huracán's aggressive exterior design.

The Huracán is raced in the Blancpain one-mark SuperTrofeo series and will soon be added to FIA competition where it will race against other marques with the addition of a GT3-spec version of the car. Roadgoing special editions are inevitable, with some likely to take influences from the racing versions.

In 2016, the Huracan is joined by a Spyder roadster version and a rear-wheel drive version, the latter dropping a few hp to power the back end exclusively. Higher-power models are also probably on the horizon, and if Lamborghini's history is anything to go by, the lineup may include Superleggera (lightweight) models like those offered on the Gallardo before it.

For 2016, the Huracán added cylinder deactivation to improve fuel economy, as well as more expensive and extensive color and trim options.Fuel economy isn't as bad as the V-10 might lead you to believe: the EPA rates the Huracan at 14 mpg city, 21 mpg highway, 17 mpg combined.

Land Rover LR4

The Land Rover LR4 was a traditional SUV that blended sport-ute capability in off-road situations with seating for five or even seven passengers. Like other Land Rovers, it was also quite comfortable and capable on pavement, too.The LR4 competed with other luxury sport utility vehicles such as the Volkswagen Touareg, the Mercedes-Benz GLE-Class, the BMW X5, and Jeep's Grand Cherokee. 

Land Rover introduced the LR4 in 2010 as a replacement for, and really a heavy update to, the previous LR3. These models stem from the Discovery, a nameplate that is still used on the LR4 in markets outside the U.S. The LR4 took the LR3's basic design and added finer detailing on the interior and exterior.

The LR4 combined tried and true mechanicals with newer electronic controls, including LR's Terrain Response system, which offers a handful of modes selectable through a console-mounted knob. An adaptive suspension and other high-tech aids kept the LR4 moving in almost any kind of weather or terrain, many of which would be difficult or impossible for other SUVs or crossovers to survive in.

 

The LR4's exterior look was tall and tough, with handsome straight lines and rounded corners. The upright, safari-chic look harked straight back to original Land Rovers of the 1950s, but details like the headlamps and taillights, along with the blacked-out A-pillar, gave it a contemporary edge. Inside, rich wood trim, an available leather-trimmed dash, and details like soft premium leather with contrast stitching—all outdid the previous LR3. The instrument panel controls also made more sense and felt less cobbled/cluttered than those in the LR3.

While the LR4 had three rows of seating, the third row was just for kids only. Outward vision was good, thanks to the high seating position and tall glass. The second row was quite comfortable, positioned slightly higher in a "stadium" layout. Both the second and third rows could be folded flat to open up to 90 cubic feet of cargo space. Safety features—just as the layout itself—were family-friendly, with side-curtain bags that protect the rearmost occupants, and parking sensors and a rearview camera system that aided visibility in the driveway or parking lot.

Though very capable, the LR4 included plenty of luxury items. Items such as an 11-speaker Meridian sound system with iPod and Bluetooth connectivity and a dual-zone climate-control system were standard. The higher trim levels added navigation, parking sensors, power heated mirrors, and a heated steering wheel, while things like adaptive headlights, HID lighting, further audio upgrades, and a small refrigerator were available.

For the 2010 to 2013 model years, the LR4 was powered by a 375-horsepower, 5.0-liter V-8 engine. It was impressive, able to rocket the nearly 6,000-pound SUV to 60 mph in about 7.5 seconds. In 2014, Land Rover swapped in its new 3.0-liter supercharged V-6 and 8-speed automatic transmission, a combination that delivers more real-world power and is more fuel-efficient than the V-8. With 340 horsepower and a peak 332 pound-feet of torque, the supercharged V-6 can pull 0-60 mph times that are almost as quick as the V-8 model that preceded it. The ZF automatic transmission shifts smoothly and is prompt to downshift whenever needed.

For the first three model years of its life cycle, there were relatively few updates to the LR4. In the 2011 model year, the LR4 gained hill start assist, hill descent control, and an improved version of Terrain Response (all useful off-road aids). For 2012, Land Rover updated the LR4's navigation system to include real-time traffic and voice controls. Changes for the 2013 model year were mostly cosmetic: a set of five new exterior colors, two new interior themes, a new Black Design package with gloss black exterior accents, and an uprated leather package with Windsor leather and twin-stitch seams were added.

Infotainment offerings were upgraded for 2015 and again for 2016. In 2015, the LR4 gained a suite of In Control Apps, with internet radio; location services, media streaming, and satellite navigation are available through special smartphone-based apps. The same system has been appearing throughout Jaguar and Land Rover's lineups and is part of an improvement to their existing infotainment systems, which have been sub-par for some time. For 2016, the infotainment system gained a new home screen with easier access to the navigation, phone, and audio command trees.

Land Rover Range Rover Sport

The Range Rover Sport was most recently redesigned for 2014, with the 2015 model year bringing a new top-performance variant, called the SVR. For 2016, the Range Rover Sport adds two new dimensions to its performance profile: a turbo diesel V-6 and a supercharged HST edition.

The Land Rover Range Rover Sport is a five- or seven-seat SUV with a body constructed from aluminum. It's aimed at those who might think the bigger Range Rover is a bit too formal—hence its more stylish roofline.Its competition includes SUVs such as the Mercedes-Benz GLE-Class, Porsche Cayenne, BMW's X5, as well as the Lexus GX 460.

For 2017, the premium SUV gains an updated infotainment system and includes a towing assistance mode for its standard stability control. The infotainment system represents a big upgrade over last year's model.

The latest Range Rover Sport arrived for the 2014 model year and has seen updates every year since. It shares its architecture with the bigger Range Rover, which was itself new in 2013. Both models now use aluminum extensively in their construction. As such, the Sport also achieves major weight loss with the resulting performance upgrade.

For the first time, the Sport offers a V-6 engine as its base powertrain; the 90-degree V-6 is supercharged, and with help from a smooth ZF 8-speed automatic it can rip a 0-60 mph trip in less than 7 seconds. The related supercharged V-8 spits out 510 hp in standard models and makes a glorious noise while running to 60 in under 5 seconds.

The new Sport's ride/handling blend tilts firmly to sport. Its air dampers and variable-ratio steering quicken up the utility's responses compared to the bigger Range Rover, and the V-8's Dynamic setting dials out much of the innate lean and scrub dictated by its height and weight. It's much closer now to the benchmarks set by the uber-utes from Germany. At the same time, it's an incredibly capable muckraker, with either the base Torsen four-wheel-drive setup, or the more advanced dual-range system, with its active rear locking differential. With more ground clearance than ever, the Sport can extract itself from almost anything the bigger Range Rover can, and its slight size advantage might let it squeeze through where the executive-class model can't.

The 2015 model year brought the craziest Range Rover Sport yet—the Range Rover Sport SVR. It's the first SVR model in the Range Rover lineup, and the first volume-model effort from Jaguar Land Rover's new Special Vehicle Operations group. Power comes from a high-output version of the company's supercharged 5.0-liter V-8, here putting out 550 horsepower and 502 pound-feet of torque. The SVR is good for a 0-to-60-mph run of 4.5 seconds, going on to a top speed of 162 mph. Those are indeed serious numbers for an SUV, and indeed for vehicles half its size.

The arrival of this speed-freak Rover Sport suggests that there will be additional SVR Rovers in the future; the Evoque is a likely candidate, especially since Land Rover has already managed to extract some extra power from its turbocharged 4-cylinder.

Aside from the addition of the SVR model, there were few changes for the 2015 Range Rover Sport. Blind-spot monitors gained closing vehicle sensing and reverse traffic detection, and the puddle lamps were upgraded to project a silhouette of the vehicle, instead of an outline of the Range Rover Sport logo, when you approach. Land Rover's InControl suite of smartphone connectivity apps was made available.

For 2016, Land Rover offers a Range Rover Sport with a diesel engine here for the first time. The model is called Td6 and uses a 3.0-liter turbo diesel V-6 engine that makes 254 hp and 440 lb-ft of torque. Highway mileage tops out at 29 mpg. A new HST Limited Edition model will also be added in 2016, straddling the gap between the supercharged V-6 and supercharged V-8 models. It gets a 380-hp version of the V-6, unique chassis tuning, and some special design touches, borrowing some visual cues from the recently added SVR model.

The Range Rover Sport first came to America as a 2006 model, slotted just beneath the tried and true Range Rover in the brand lineup, distinct from the LR3 and LR2 "family" Rovers. Outfitted with either a naturally-aspirated 4.4-liter V-8 engine (which had its roots at BMW, which sold Land Rover to Ford) or a supercharged 4.2-liter V-8 that was shared with the Jaguar XF and XJ for a time. Both versions offered a 6-speed automatic transmission and a sophisticated off-road-worthy suspension with standard all-wheel drive. The "Terrain Response" system allowed drivers to select a four-wheel-drive mode based on conditions like snow, sand, or pavement, and tailored the Sport's traction and stability control to match. Elsewhere, the Sport brought touchscreen controls to the Land Rover tradition, with a big LCD screen incorporating navigation, climate and audio functions.

The Range Rover Sport was conceived to appeal to buyers of less traditional 'utes—it shares the Range Rover tag, but its styling is considerably less constrained. The look is based on a concept, the Range Stormer that came in two-door form to the 2004 North American International Auto Show in Detroit. In the process of becoming a "junior" Range Rover suitable for production, the concept grew a pair of rear door, but kept the performance intent that makes it a competitor for the likes of the BMW X5 and X6, as well as the sporty Porsche Cayenne.

During the next three model years, the Range Rover Sport would change very little, as Ford sold the brand to Tata and as it was combined into a business unit with Jaguar. In 2010, however, Land Rover had completed work on an updated Range Rover Sport. The centerpiece to the model was a 5.0-liter V-8, offered in both normally aspirated and supercharged form. With the new power plants, this Sport offered either 375 hp or a stunning 510 hp, enough to hurtle the truck from 0 to 60 mph in less than 6 seconds. The automatic transmission received updates to handle the power, and the suspension's electronic controls were reprogrammed for quicker responses. Fuel economy was poor, at 12/17 mpg for the fastest Sport, but handling was as sharp as many luxury sedans—the equal of BMW's fine-handling X6—and off-road capability was as strong as necessary in such an expensive, attractive vehicle.

Ford F-150

The Ford F-150 is by far America’s best-selling half-ton pickup, and it’s something of an institution in parts of the country.

As popular with fleet buyers looking to get the best bang for their buck from a rugged truck and those who want something flashy that won’t look at out of place driving up to, say, the tony Ritz-Carlton in Dallas, the F-150 has one of the broadest buyer bases imaginable.

Though it’s not all-new for 2018, the Ford F-150 sees some big improvements over its predecessor. Ford took the opportunity to not only make its best-selling truck look a little fresher inside and out, it revamped the pickup’s engine room with new gas and, for the first time, diesel engines, and it brought a bunch of big safety upgrades to the table.

The biggest news is a new 3.0-liter turbo diesel V-6 engine, which should help the F-150 square off well against the popular Ram 1500 Eco Diesel. Ford hasn’t announced fuel economy for the F-150 diesel, but Ram’s up to 29 mpg is a lofty target to be sure.

But Ford hardly ignored the truck’s gas engine lineup. A new 3.3-liter V-6 replaces last year’s 3.5-liter as the truck’s base engine. Its 282 horsepower and 253 pound-feet of torque, but the new engine makes use of direct injection that should reduce fuel consumption.

Next up is a new 2.7-liter twin-turbo V-6 that Ford says will be both more powerful and less thirsty than before. The automaker also revised the optional 5.0-liter V-8, which although declining in popularity against the boosted V-6s has been a solid choice for many buyers (a 3.5-liter twin-turbo V-6 is largely carried over into 2018).

For 2018, all of those engines except the base V-6 are mated to a new 10-speed automatic transmission co-developed with General Motors. Rivalries only go so far, it turns out.

The F-150 looks fresher inside and out for 2018, with new front and rear end styling and detailing plus a choice of 6 revised wheel designs in diameters ranging from 17 to a hefty 22 inches. The truck’s interior has some new colors and some switchgear has been revised. A high-end B&O Play audio system has been added to the options list.

Depending on the trim level, the F-150 will now be available with automatic emergency braking with pedestrian detection and adaptive cruise control that can bring the truck to a stop in traffic and then start up once the vehicle ahead begins to move.

Ford F-150 history

Although Ford had previously built passenger-car-based trucks, the company sold its first true full-size pickups in 1948. Throughout much of the next decades its F-Series pickup trucks came with 6- or 8-cylinder engines; 3-, 4- and 5-speed manual transmissions; and a single two-door body style. By 1960, the "F-100" had been christened at the entry level, with F-250 and F-350 versions available with an early kind of four-wheel drive. As most trucks of the era were designed as "flare side" models, Ford added a plain-sided Style side version that would dominate sales from then on.

For the fourth-generation F-100, Ford added a "Ranger" trim level and briefly built some trucks with unibody construction, returning to body-on-frame designs in the mid-1960s. Four-door models were offered, as were versions that adopted camper tops easily. A fifth generation arrived in 1967, with plainer sheet metal but the essential truck features intact: V-8 or inline-6, two- and four-door body styles, and payload capacity into heavy-duty territory. The sixth-generation truck is known primarily for adding the 302 V-8 to the lineup, spawning a new two-door Bronco SUV, and bringing the F-150 badge to the lineup; the latter was a higher-payload version of the existing F-100.

The F-150 grew more upright and more capable in the next three generations of trucks sold from 1980 to 1996. Diesel engines and new automatic transmissions joined the lineup, and the Ranger name was split into its own compact-pickup truck lineup. An "Explorer" trim level joined the F-150 lineup and would be spun off into its own SUV range in the same decade. In the eighth-generation truck that arrived in 1987, fuel injection became the norm, and flare side bodies went away for a time; rear anti-lock brakes were standard, for the first time on a full-size pickup truck. The ninth-generation truck went on sale in 1992 and brought with it a driver-side airbag and slightly smoother styling.

The 10th-generation F-150, sold from 1997 to 2004, marked a sea change in pickup trucks. Ever more the choice of commuters and daily drivers, the F-150 grew far more shapely and rounded in this generation—mimicking the lines of some of Ford's passenger cars. The old, squared-off truck was continued for a while, until Ford could tell if pickup-truck drivers would approve of the new looks. They did: The F-Series retained its best-selling title and grew even more popular. New engines came with the new body style, including versions of the Ford "modular" 4.6-liter and 5.4-liter V-8 that would prove very durable. The usual two- and four-door and extended-cab versions were available, as were four-wheel drive and a 4-speed automatic, along with heavy-duty F-250 versions. Special editions introduced in this generation included the SVT Lightning, the Harley-Davidson F-150, and the King Ranch edition. Safety ratings were poor, though, and while this F-150 had good reliability, its cruise-control system was involved in a major recall for the potential of causing a fire. This F-150 spawned a short-lived Lincoln Blackwood version, along with the longer-living Ford Expedition and Lincoln Navigator SUVs.

 

The 11th-generation F-150 arrived in 2004 and began to revert the truck's shape to its more angular past. A more upright grille and more squared-off window openings were the hallmarks of the design. While it didn't change much mechanically, it did introduce standard curtain airbags and stability control to the full-size pickup range at Ford. The company put special attention into reducing the truck's cost and complexity, making it easier to build—and even more reliable. By some measures, it was considered the most reliable pickup truck ever built. Ford attempted another Lincoln pickup from this generation—the Lincoln Mark LT, which likes the Blackwood before it, was a sales flop.

The last of a long line

The 12th generation of the Ford F-150 arrived in 2009, with its sheet metal even more crisply folded than earlier models—bearing many cues of a Ford F-350 Tonka concept truck from the late 2000s. The 12th-generation F-150 wore a very large, very bright, very tall grille to emphasize its "truck"-ness. It's somewhat redundant, since the F-150 was one of the most capable towing and hauling light-duty trucks available in America.

In 2011, the F-150 received its most comprehensive powertrain update. To go with its cutting-edge technology—including Bluetooth, SYNC voice control, even ventilated front seats—the F-150 gained four new engines, all teamed with a 6-speed automatic transmission. A 302-horsepower V-6 rejoined the lineup for the first time in more than a decade, and delivers the F-150's best gas mileage, at 17/23 mpg; turbocharging a version of the engine created the Eco Boost, with 365 horsepower and a towing capacity of 11,300 pounds. A 5.0-liter V-8 with 360 hp brought Mustang-style engine noises to the full-size truck, along with 15/21-mpg fuel economy. Finally, there was a 6.2-liter V-8, with 411 hp and 13/18 mpg fuel economy, offered in the most upscale F-150s as well as the off-road Raptor.

For the 2012 model year, Ford added a new automatic all-wheel-drive mode to some 4x4 F-150s, and swapped out limited-slip differentials for an electronically simulated limited-slip function. Then on the 2013 Ford F-150, the automaker added MyFord Touch's suite of voice, steering-wheel, and LCD touchscreen controls to the pickup, with other minor changes to the front end, including high-intensity discharge headlamps to some models. The King Ranch model returned as well, with a new black interior choice and standard MyFord Touch, for a base price of more than $44,000.

In this generation, the F-150 came in a host of cab, bed, powertrain, and suspension variations. Three cab configurations with multiple wheelbases and box lengths each were offered, providing choices to satisfy just about any trucker's need with the F-150. Properly outfitted, this F-150 could tow 11,300 pounds—while earning top crash-test scores (including IIHS Top Safety Pick status and a "Good" rating in the roof-strength test). Unlike GM's pickups, there was no Hybrid edition, and the F-150 fell behind the Ram's excellent ride quality. However, this F-150 had a well-built cabin, excellent shift quality and comfortable seats—as well as the off-road-ready Raptor model and some of the most up-to-date luxury features found on any truck.

Over the years, the F-150 has been mechanically related to the Ford Expedition and Lincoln Navigator, though those SUVs now only share powertrains with the trucks.

Switch to aluminum in 2015

It may not have looked all that different from the outgoing F-150, but in 2015 Ford updated its truck with an aluminum body designed to save weight—and thus increase fuel economy. It was one of the boldest moves ever made in the pickup segment. In many ways, the 2018 is a major update of the 2015.

Inside, the look was not a great departure from previous versions of the pickup, though there was a new level of upscale design and nicer materials on premium trims. Blocky shapes and sturdy structures were the visual theme to back the F-150’s chosen mission. Ford also added a long list of standard and optional features, including massaging seats, a surround-view camera system, and several nifty in-bed storage solutions.

Engines were another area of innovation for the F-150. Four engines were available from the start, and while three were familiar, the new 2.7-liter EcoBoost V-6 was an unusual choice; Ford saw it as the go-to for gas mileage in the new F-150. Also available was an updated 3.5-liter V-6 engine, which replaced the outgoing truck's 3.7-liter, as well as the familiar 3.5-liter EcoBoost V-6 and 5.0-liter V-8.

The F-150’s front suspension is a coil-on-shock independent arrangement, while the rear retains the Hotchkiss-type solid axle riding on leaf springs and outboard shock absorbers. The rear suspension got a significant rework, however, with a switch to staggered shock placement among other changes. Improved electric-assist power steering and four-wheel-vented ABS disc brakes round out the key mechanical specs.

Ford used the 2015 Detroit auto show to announce a new Raptor based on the aluminum F-150. The new super-truck, which arrived in the 2017 model year, featured an upgraded suspension, a new four-wheel-drive system, and a high-output Ford Performance 3.5-liter EcoBoost V-6 that makes more power and torque than the outgoing 6.2-liter V-8 engine. Ford says the second-generation truck weighs 500 pounds less than the previous Raptor, as well.

Ford also announced that the F-150 is being available with natural-gas and propane fuel options. Beginning with the 2016 model year, the F-150 equipped with the 5.0-liter V-8 is available with a gaseous-fuel prep package. Vehicle up fitters will then be able to install the necessary tanks and other hardware to convert the truck after sale.

For 2017, Ford outfitted its top-end F-150 models with a next-generation version of its 3.5-liter EcoBoost engine, which added 10 hp and 50 lb-ft of torque. It paired the new engine with a new transmission too: a 10-speed automatic jointly developed with General Motors.

Ford Mustang

For 2015, the Ford Mustang underwent radical change, and though not even on sale a year, was already being gifted with faster versions, including the most high-performance pony car Ford has ever offered.

The newest Mustang was announced just before the nameplate's 50th anniversary celebration, which took place at the 2014 New York auto show. For the first time ever, Ford sells this Mustang globally, giving it sleeker looks and updating the chassis to finally include an independent rear suspension setup. The interior has been improved, and Ford added a turbocharged 4-cylinder back into the lineup to bring high performance and fuel economy together. The track is wider to accommodate the new rear suspension, and the front geometry has been reworked to match the performance front to rear. Crash structures have also been designed to accommodate the regulations in the various markets in which it will be sold.

Under the hood of the 2015 Mustang, buyers will find one of a trio of engines: the familiar 3.7-liter V-6, a new 2.3-liter Eco Boost 4-cylinder, and a more powerful 5.0-liter V-8. The V-6 delivers 300 horsepower and 280 pound-feet of torque; the new Eco Boost unit, which features turbocharging and direct-injection technologies, offers up 310 hp and 320 lb-ft of torque; and the V-8 is rated at more than 435 hp and 400 lb-ft of torque. A 6-speed manual transmission remains standard while a 6-speed automatic with paddle shifters is available. A convertible is also available in this first year of production.

High-tech features available in the new Mustang include driver-adjustable stability, steering, throttle, and transmission systems; launch control; a line lock function for burnouts and improved launches; and SYNC with MyFord Touch. Ford massaged the Mustang's silhouette to provide a larger trunk and engineered the new car to meet crash standards in countries around the world to allow for the expanded global sales.

The 2015 models were offered in a Mustang 50 Year limited-edition package to celebrate the half-century of pony cars. It included extra badging, louvers over the rear side windows, and some unique interior touches. All 50 Year cars were coupes with the 5.0-liter V-8, available with either a manual or an automatic transmission.

Ford used the 2014 L.A. auto show to debut one of its most potent new Mustangs, the Shelby GT350. Stepping back from the last Shelby's big supercharged V-8, the GT350 uses a more modestly sized, normally aspirated 5.2-liter V-8 with a flat-plane crank, promising over 500 hp and an 8,000-rpm redline. The package also includes serious chassis upgrades, like magnetic shocks, as well as a completely unique front clip and other Shelby-specific styling details.

Building on the GT350, Ford has also announced a GT350R version that competes with the world's best cars. It's lighter than the standard GT350, with extensive use of carbon fiber, including the material's first use in wheels on a mass-produced car. Other R upgrades include deletion of the rear seat and stereo, a lack of trunk lining, and aluminum used in strategic locations, all of which will help the car shed pounds.

So as not to leave a good thing alone, Ford is bringing several updates and new options to the 2016 Mustang. GT models get a new hood with turn-signal indicators integrated into the hood vents, a throwback to second-gen Mustang models. There's also a new California Special package available, similar to the appearance packages of the past, available on the GT. And EcoBoost 'Stang buyers can opt for the Pony pack. Upper trim levels also get the new Sync 3 infotainment system that is beginning to roll out across Ford products.

For 2016, Ford's Mustang Convertible is available with the Performance Package. That model includes a standard multi-layer insulated cloth top that gives the car a more upscale appearance and a quieter cabin, according to Ford. The new top also lowers twice as fast as before, and has a sleeker profile when down.

The Mustang Shelby GT350 returned to the lineup in the 2016 model year, powered by a flat-plane-crank 5.2-liter V-8 with 526 horsepower. It makes the most of the Mustang's finessed chassis dynamics—and introduces a series of aero and chassis upgrades, including Ford's first application of magnetically controlled dampers.

For the 2017 model year, the Track Package has been made standard on the GT350.

Ford Mustang history

The Mustang was the unexpectedly, wildly popular response to the rise of the sporty compact car in the early 1960s. GM had the Chevy Corvair in its stable already when Ford, under the direction of auto legend Lee Iacocca, conceived of its own "personal car"—one that would appeal to buyers looking for an image. By reskinning the existing Falcon runabout with a stylish, enduring new body, Ford had a hit.

The Mustang made its world debut at the 1964 World's Fair in New York on April 17, 1964. Within four months, Ford had sold 100,000 copies, and by 1966 the Ford Mustang coupe and convertible logged more than a million sales. Most early Mustangs were powered by six-cylinder engines, but V-8 versions grew in popularity as the Mustang developed a muscle-car personality in models like the Shelby GT350 and GT500 and the Mach 1.

Basic Mustangs were affordable transportation; the V-8 cars quickly escalated the muscle-car wars, pitting Ford's best against the Chevy Camaro, Pontiac Firebird, and the Plymouth Barracuda. A fastback body style added a graceful new looks to the stable in 1967, and trim and performance packs of every stripe greeted each new model year in the Mustang's infancy.

As the 1960s turned into the 1970s, the Mustang began to lose traction. By the time a new took shape in 1971, safety and emissions rules were eviscerating all the muscle cars. Power peaked with the 1971 Mustang Mach I, and fell each year until Ford took the drastic step of downsizing the car into the 1974 Mustang II. Lighter and much shorter, this Mustang also shared some running gear with the Ford Pinto. A sales hit at first, the Mustang II dented the name and the reputation—and Ford quickly planned a new car, spun from the new Ford Fairmont's rear-drive platform.

The "Fox" platform Mustang arrived in showrooms in 1979, and soldiered on in that basic form until 1993. Along the way, Ford experimented with a four-cylinder Mustang alongside V-6 and V-8 companions. The V-8 became the GT in 1983, convertibles returned to the lineup that same year, and a turbocharged SVO began its short life in 1984. In the late 1980s Ford planned a front-drive Mustang replacement, but before it launched the vehicle it changed direction. The rear-drive Mustang got revised sheet metal, while the front-drive coupe emerged as the 1989 Ford Probe. Performance models included the Cobra R and SVT editions, as Ford progressively rebuilt the Mustang's reputation for performance.

In the 1990s, the Mustang migrated from the by-then outdated look of the 1993 model, to the heritage-themed styling of the 1994-2004 editions. It also rode on a heavily revised chassis that eventually settled on V-6 and V-8 engine combinations. The 5.0-liter V-8 went away; replaced by the durable, powerful 4.6-liter V-8—but the Mustang retained its live-axle rear end. Reshaped and refined in 1999, the Mustang drove on and on until it had outlived the Chevrolet Camaro and Pontiac Firebird—both of which ended production in 2002—and until a new Mustang was ready for the 2005 model year.

With the 2005-2009 Mustang, Ford finally exorcised the Mustang's reputation for clumsy live-axle handling and dated structural engineering. The new car proved tight and well-built, not to mention great-looking, an ideal blend of modern and heritage styling themes. With revamped six- and eight-cylinder engines, new automatic and manual transmissions, a new convertible model, and Shelby and Bullitt editions along the way, this Mustang sold hundreds of thousands of copies each year while competitors like the Nissan 370Z and Hyundai Genesis Coupe emerged from their respective drawing boards.

For 2010, Ford carried over most of the Mustang's mechanicals, while smoothing its sheet metal with a more forward-canted grille and by installing a much better interior. In 2011, the Mustang received new powertrains—with the V-6 earning a 31-mpg highway fuel economy rating, and the V-8 bringing back the "5.0" badge, along with 412 hp. Supercharged Shelby GT500 editions of this V-8 represented the most powerful Mustangs of this generation, but a special racing edition brought back the Boss 302 designation—and charged ahead with a 444-hp, normally aspirated 5.0-liter V-8, less curb weight, and a TracKey package that let drivers dial up performance on closed circuits.

The Mustang carried over into 2011 and 2012 with only minor changes, but the 2013 model year brought some more modern details to the Mustang's look—including HID headlamps, flanked by two strips of LED lighting, plus LED lamps with a dark-tinted look, as well as a blacked-out area in between. Inside, the Mustang got a new TrackApps feature that times acceleration or quarter-mile times. The electric power steering also gained three-stage, driver-configurable settings. Powertrains along with most else were carried over, although the V-8 was boosted to 420 hp. Also new for 2013 was an even more potent version of the Shelby GT500—packing a 662-hp, 5.8-liter V-8, in coupe and convertible forms, with the hardtop capable of a claimed 200 mph.

Bentley Continental GT

The Bentley Continental GT remains one of the most luxurious and technically advanced cars in its class—or any class for that matter. Sold as either a coupe or as a convertible, in a range of V-8 and W-12 versions, the two-door GT is comfortable, phenomenally quick in any form, and capable in all weather.

Ten years ago, the Continental GT catapulted the historic British brand into the 21st century. Since then, it's been a celebrity favorite—and a rival to vehicles like the Rolls-Royce Wraith and the Mercedes-Benz S-Class Coupe, as well as the Maserati GranTurismo and the Ferrari GTC4 Lusso.

Launched in coupe form for the 2005 model year, the GT has seen increases to its power and refinement to its aesthetics. Now in its second generation, changes to the Continental GT have remained evolutionary concerning both the visuals and mechanicals.

The basics of the $185,000 coupe and $200,000 convertible are shared with the Flying Spur sedan. Though the two-doors have a much shorter wheelbase, they share the engine, transmission, all-wheel-drive system, and other performance pieces with the four-door Spur. All cars originally used a 6.0-liter, twin-turbocharged 12-cylinder engine in which the cylinders are arranged not in a V shape, but as a W—basically two narrow-angle V-6 engines mounted side by side with a common crank. This spares some room under the hood, and produces power just as copiously and as smoothly as a conventional V-12.

In the first generation, which was sold until the 2011 model year with one exception, the standard W-12 engine produced 552 horsepower, good for a 0-60 mph time of about five seconds, even though the cars each weighed more than 5,500 pounds. Updated Speed editions saw power rise to 600 hp, while 60-mph acceleration times fell below five seconds and the top speed on coupes rose to 195 mph. A Super sports model added on 21 more horsepower, for a 0-60 mph time of 3.7 seconds, and a manufacturer-rated top speed of 204 mph. An ISR special edition reached 631 hp. Each version used a 6-speed, paddle-operated automatic transmission. Each also rode on an independent suspension, with power shuffled to the wheels via all-wheel drive featuring a Torsen differential. Fuel economy in the Continental GT in this generation was a very low: 10 mpg city, 17 mpg highway, mitigated only a little by the flex-fuel capability of all versions.

Among the myriad convenience and luxury features on the Continental were a marvelous convertible lid on the GTC versions that folded closed or open in 25 seconds. Lavish interior materials distinguished this Continental range even from the Ferraris and Maseratis of the world, and a 1,000-watt Naim audio system was on the options list for a mere $6,000 or so. The Mulliner trim package of quilted leather, knurled chrome, and turned aluminum trim was a highlight of modern-day automobile construction.

In the 2012 model year, Bentley updated the Continental GT and GTC with slightly revised styling, and made a 567-hp version of the W-12 standard. Quicker shift programming and a revised torque bias to 40/60 for the all-wheel-drive system were matched with slightly more sporty handling. The Speed editions were dropped for the 2012 model year, while the Supersports GTC models were carried over intact from the 2011 model year, without the cosmetic and mechanical changes.

A new V-8 drivetrain became available for the 2013 model year, with a net output of 500 hp. It is paired with an 8-speed automatic transmission. Because the V-8 is lighter, Bentley says performance nearly rivals that of the W-12 car, while fuel economy is up to 40 percent higher.

For the 2014 model year, Bentley added yet another model to the lineup with the Continental GT and GTC V8 S versions. They use a higher-output version of the twin-turbocharged V-8 that produces 521 hp and 502 lb-ft of torque, carrying less weight than the W-12 version. Then, for 2015, Bentley updated the GT Speed to produce 626 hp and 607 lb-ft from its W-12 engine, increases of 10 hp and 27 lb-ft compared to the previous Speed coupe and droptop.

Also for 2013, the Speed model returned in both coupe and convertible form. Unveiled at the 2013 Detroit auto show, the new Continental GT Speed Convertible offered figures to match the coupe: a stout 616 hp and 590 lb-ft of torque, enabling 4.1-second 0-60 mph acceleration and a top speed of 202 mph. The GT Speed Coupe accelerated to 60 mph in 4.0 seconds and hits a 205-mph top speed.

The 2015 model year also brought a very limited run of Continental GT3-R models. Power for this variant came from a 592-hp version of the GT V-8 S's twin-turbo V-8. This Bentley shed 220 pounds compared to the V-8 model, in part by removing the rear seat, creating what was the quickest Conti yet. Only 300 copies of this racy Continental were built and sold globally.

Continuing the pace of yearly updates, the 2016 Continental GT received a bit of a makeover, albeit a subtle one. Up front, noticeable changes included a smaller grille, vents carved into the fenders, and a revised bumper shape. In back, all models got a new decklid, while the GT Speed and V8 S models received a new lower fascia. Inside, gauge faces evolved, the steering-wheel diameter shrunk, and wi-fi became available as an option.

For 2017, the GT Speed receives a bit of a power bump for good measure, giving it totals of 633 hp and 620 lb-ft, up 7 and 13, respectively.

A new Black Edition was also introduced for the 2017 model year.

A successor to the Continental GT is expected in the 2018-2019 time frame.

Lamborghini Aventador

The two-seat Lamborghini Aventador is the top-flight supercar offered by the Italian automaker. Offered in both roadster and coupe form, it replaces the company's previous range-topper, the Murciélago.

With the exotic $400,000 Aventador, Lamborghini has a rival for some of the most expensive machines on the road, such as the McLaren 675LT.

For those who might be curious, Lamborghini took the Aventador's name, like those of its other models, from a Spanish fighting bull.

A 6.5-liter V-12 engine in standard Aventadors produces 700 horsepower and 510 pound-feet of torque. The engine is the fourth to be built in-house by Lamborghini and only the second all-new V-12 design since the 3.5-liter V-12 that was introduced in the 350GT—the brand's first production model.

Shifting duties are handled by what Lamborghini calls an Independent Shifting Rod automated manual transmission, which differs from the dual-clutch autos used in most cars in this class. The company claims that, based on this transmission and other developments it made for the Aventador, this car is two generations ahead of the competition. Paired with standard all-wheel drive, the whole package provides undeniably incredible performance—the Aventador is able to accelerate to 60 mph in 2.8 seconds and run up to a top speed of 217 mph. Few supercars can match both of those performance figures, putting the top Lambo in even rarer company.

The body may be the most radical element of the Aventador, with a jet fighter-like design theme and extensive use of carbon fiber. In fact, the entire chassis is made of carbon fiber, making it one of the first carbon monocoque road cars. The suspension and subframes are some of the only structural elements to use any metal at all. The suspension itself is race-inspired, too, with inboard pushrods transferring wheel loads to dampers mounted horizontally inside the body. Despite the weight-saving materials, the big Aventador still weighs in at 3,472 pounds.

Scissor-style doors open onto the cockpit, which is snug, low-slung, and futuristic in its look. As you'd expect from Lamborghini, it's all wrapped and shrouded in exquisite materials, including a healthy dose of carbon fiber. The first Avendators were gobbled up almost immediately; Lamborghini had a 12-month wait after announcing the model.

Lamborghini also recently introduced a new top model for the Aventador, the LP 570-4 SuperVeloce, or SV for short. It combines the most powerful version of the car's V-12—738 hp—with a net weight around 110 pounds less than the standard Aventador's. The SV includes the requisite big honking wing out back and other aerodynamic tweaks, and Lamborghini says it is capable of a 0-60 mph time of 2.8 seconds. The SV badge has been appended to many top Lambos in the past, including the Diablo and Murciélago most recently. (It means "super-fast.") Lamborghini will build a total of 600 of these models for worldwide consumption, and in the U.S. they will command a price of about $500,000—a full 25 percent more than the non-SV car. A SuperVeloce Roadster version is available, if you're looking for a 738 hp hairdryer.

Lamborghini added the Aventador roadster for 2013.

Among other special editions, a completely topless Aventador J one-off prototype was made and shown at the 2012 Geneva Motor Show and will remain the only such model built.

A trio of unique limited-run cars was built using the Aventador's chassis and engine as a basis. Unveiled at the 2013 Geneva Motor Show, the Lamborghini Veneno took an even more extreme angle on style and performance--and no, we didn't think that was possible either.

A notable addition for the 2015 model year was the Aventador Pirelli Edition, which recognized the supercar's tire supplier. The design package included a choice of four matte exterior colors, a matte black roof, red-outline black wheels, a red accent stripe along the roofline, and various interior finishes, including contrasting red stitching. The Pirelli car was offered in both coupe and roadster body styles and was sold in limited numbers.

Further special editions and additional models will be rolled out over the course of the car's lifetime. A more powerful roadster, possibly with the SV name and/or engine could follow next.

Lexus LX 570 2017

The Lexus LX is a large sport-utility vehicle that shares running gear and most of its styling with the Toyota Land Cruiser. All the hardcore towing and off-roading ability built into the Land Cruiser is available in the LX—it's just covered in a layer of features and glitzy trim.

Like the rest of the Japanese luxury brand's lineup, the LX now wears the corporate spindle-shaped grille. Even the similar face can't hide the fact that the LX is strikingly different from the other vehicles in the showroom, however. Only the Lexus GX is similarly off-road-capable, although it is much more differentiated from its Toyota-brand sibling, the 4Runner.

The Lexus LX has always been offered with a single V-8 powertrain over the years, with the full model name—LX 460, LX 470, or LX 570—changing to coincide with the engine displacement at each step. It competes with other big, luxurious, V-8-powered SUVs, such as the Land Rover Range Rover, Cadillac Escalade, Infiniti QX80, and Mercedes-Benz GLS-Class.

For 2017, the LX 570 adds a host of collision-avoiding safety tech as standard equipment but otherwise remains unchanged.

The new Lexus LX

The current generation of the LX was introduced for the 2008 model year as the LX 570. It features a 5.7-liter V-8 that makes 383 horsepower and 403 pound-feet of torque, with a 8-speed automatic transmission and a new electronically controlled four-wheel-drive system. The LX again shares its frame and construction with the Land Cruiser, but it introduced even more modern airs, including crawl control for low-speed boulder crawling and a new version of the height-adjustable suspension.

Because the LX 570 is designed for true off-road capability, it makes some compromises for passenger comfort and packaging, things other Lexus models rarely do. The cabin is tall but somewhat narrow and can feel tight with more than four adults onboard. Its third-row seats don't help much, as they're fold-down jump seats that live in the cargo area; the fact that they can't be removed also impinges on usability and cargo versatility. While the big V-8 is torque and the truck is relatively quick as a result, the LX still feels big and heavy—because it is. Cornering and simply navigating a parking lot can get iffy if you're not careful.

Lexus gave the LX 570 a year off for 2012, bringing it back for 2013 with a modified front end that features the brand's new spindle grille design. That new look helped differentiate it a little further from its Land Cruiser sibling. The big SUV also gained some additional standard features then, including heated and ventilated seats, a rear-seat entertainment system, trim made of African Bubinga wood, and a 19-speaker Mark Levinson audio system with the Lexus Inform connectivity suite built in. There have been very few changes to the LX 570 since that update.

Lexus LX history

In the 1990s, Americans couldn't get enough of the rugged mystique of SUVs. At the same time, the Lexus brand was on the rise and broadening its lineup of vehicles so it seemed natural for the luxury brand to get a somewhat more luxury-laden and refined version of the Toyota Land Cruiser—one with a little more driveway cachet for well-off suburbanites.

That's exactly what was delivered when the LX made its debut for the 1996 model year. As one of the first rivals to the Range Rover, the LX charted new territory for Lexus and brought the brand its first truck entry. With a 212-hp, 4.5-liter inline-6, four-wheel drive, and solid front and rear axles with separate locking front and rear differentials, the Lexus LX 450 was a serious truck underneath and nearly identical in layout to the Land Cruiser. Extras on the LX 450, other than the badge, were limited to mostly cosmetic items like body cladding, wheels, and running boards (which made the LX less practical off-road, enthusiasts were quick to point out), while the LX received luxury-car must-haves like automatic climate control, premium leather seats, and a little more noise insulation. A third row of seats was included, but these were side-folding jump seats, essentially, just like in the Land Cruiser.

While the first-generation LX (LX 450) models are surely less refined, their powertrains have a rock-solid reputation for durability. But for 1998, a next-generation LX was introduced, called the LX 470 and coinciding with a redesign of the Land Cruiser. This time the LX gained a V-8 under the hood—a 230-hp, 4.7-liter V-8—along with some new electronically controlled aids like an Adaptive Variable Suspension with adjustable height, which greatly improved ride quality (as did the independent front suspension) while maintaining some off-road ability. This generation of LX got some running changes along its long run—first with a power boost to 235 hp and a 5-speed automatic, in 2003; then with a new version of the engine, making 275 hp, for 2006. Also in 2006, Lexus broadened standard equipment. Throughout this generation, the LX offered many of the same features found in the LS flagship, including Nakamichi premium sound, a navigation system, and xenon headlamps.

Mercedes-Benz E Class 2017

Mercedes-Benz has long laid claim to some of the most technologically advanced vehicles on the road. With the new E-Class, the German automaker says it's outdone itself: the new 2017 E-Class is even flusher with technology than its nearly new S-Class.

In its initial form, the E-Class will be sold in sedan form as the Mercedes-Benz E300 and the Mercedes-AMG E43, with the latter representing the company's increased focus on its AMG performance division. That model earns an overall score of 7.8 on our refreshed ratings scale. (Read more about how we rate cars.)

New for the 2017 model year, the Mercedes-Benz E-Class is the German automaker's mid-size four-door sedan. While other body styles carry over on the previous architecture—for now—the sedan is has been completely revamped, with a larger body, a style shared with the S- and C-Class cars, and features that make it the most "intelligent" sedan from the brand, according to Mercedes.

It remains a benchmark among luxury cars, among mid-size cars, and among four-door sedans. It's more beautiful than it's been in a generation. It's more substantial. More efficient.

What has happened is radical enough. In this generation, Mercedes says it's outdone itself, by baking in more autonomous-driving, safety, and infotainment hardware in the new E-Class than it offers even in its sensuous, stalwart S-Class.

The E-Class now can drive almost entirely by itself at autobahn speeds, and can sense the road ahead at U.S. highway speeds when the road itself is in poor repair. We're a long, long way from mere cruise control here.

On that front, it's a magnitude ahead of rivals like the Audi A6, BMW 5-Series, Lexus GS, Jaguar XF, and Cadillac CTS. It's now locked in a headline war with the American-made Tesla Model S for the smartest car on the road.

Mercedes-Benz E-Class styling

The themes introduced on the latest S-Class and C-Class cars give the new E-Class sedan a balanced, classically handsome look. It's a long-hood, short-trunklid profile that lays out over a longer wheelbase, giving it a more relaxed look than the compact C-Class.

Status-seekers enjoy a big Benz grille in two flavors: Luxury models get the hood-mounted star; while Sport models wear the three-pointed logo inside the grille (and presumably, get LED illumination as an after-factory accessory). A deep shoulder line tapers slightly toward the rear wheels, where LED-ribbed taillights frame an abbreviated trunk lid.

The E43, meanwhile, has its own styling that builds on the Sport styling package with AMG-badging and a diamond-style grille.

The E-Class cabin adopts the effusive looks of the S-Class. The hallmark is a wide sweep of metallic trim from door to door, studded by circular air vents. The dash is capped in stitched leather and warmed by ambient lighting on some models, and dominated by twin display screens that replace the gauges and serve as output for the car's ancillary systems.

The navigation and infotainment display is a 12.3-inch high-resolution screen that caps a center stack that houses thin rows of climate-control switches and, in place of a shift lever, a touch-sensitive control puck for the COMAND infotainment interface.

Mercedes-Benz E-Class performance

Initially, the E-Class sedan launches with a single drivetrain. It pairs a 2.0-liter turbocharged inline-4 with 241 horsepower and 273 pound-feet of torque to a 9-speed automatic, with a choice of rear- or all-wheel drive.

The turbo-4 has strong acceleration, with a 0-60 mph time pegged at 6.2 seconds, and a top speed set at 130 mph. It's a convincing 6-cylinder replacement, but it's gruff under hard acceleration, even more so than Benz's outgoing V-6 engines.

The E43 boasts an impressive 396 hp and 384 lb-ft from its 3.0-liter twin-turbo V-6. All E43s are all-wheel drive and feature an AMG-modified air suspension.

The E-Class also offers a choice in suspensions, between a steel multi-link setup with adaptive dampers (in base or sport tune) and an air suspension with adaptive dampers. Wheel and tire sizes range from 17 to 20 inches.

Any of the systems with adaptive controls--suspension, steering, transmission, and throttle--can be toggled through a set of drive modes, from comfort to economy, sport, and Sport+.

Depending on how it's configured, the standard E-Class' ride and handling run the gamut from old-school ease to twisty-road breeze. A sport-tune steel suspension has a mildly firm setup, but the air suspension and driving modes give the most elaborate E-Class breathtaking versatility. It can cruise with lots of suspension travel, slow and smooth shifts and light-touch steering in Comfort mode, or approach AMG levels of heft and stiffness when set in Sport+ mode.

Mercedes-Benz E-Class comfort, utility, and quality

The new E-Class has more high-strength steel in its body and more lighter-weight aluminum panels on its body, which helps it toe the line at about 4,000 pounds in all.

The new body pays dividends in cabin space: compared with the outgoing car, the new E-Class is 1.7 inches longer, at 193.8 inches long, and has a wheelbase 2.6 inches longer, at 115.7 inches long.

In practical terms, there's a bit more front-seat space—and a pair of multi-adjustable chairs with lots of lumbar and optional massaging. The rear seat didn't lack for space, but there's more of it, despite a roofline that could have given up an inch was it not for a repackaged, reshaped bench.

In front, the new E-Class has a new package of fittings for driver and passenger that warms the armrests and center console, as well as the steering wheel. The rear seats have a middle-section split that offers a storage armrest with its own cup holders, and can be fitted with a tablet holder.

Undoubtedly, it's the safety and autonomous driving features baked into the new E-Class that will draw buyers even away from an S-Class. The claim of world's most advanced sedan? There's something to it, what with all the new technology that advances some of the E-Class' features.

Standard equipment includes the coffee-cup warnings of Attention Assist; a new Pre-Safe Sound that emits a distinct frequency if the car senses an imminent accident; forward-collision warnings with automatic braking; and a rearview camera.

It's the Driver Assistance suite of features that sets the new E-Class further down the path to autonomous driving. Adaptive cruise control can now follow, stop, and accelerate to follow a car ahead at speeds of up to 130 mph; the so-called Drive Pilot is claimed to do a better job of following the road ahead even when lanes aren't clearly market, at speeds of up to 81 mph. The E-Class will also change lanes for the driver once the turn signal has been activated for two seconds.

The automatic-braking and steering features of the E-Class have been expanded to operate at higher speeds, or even to apply the brakes if the driver doesn't recognize the approach of cross-traffic. And finally, the car will add torque to the steering system when it detects a driver making evasive maneuvers.

In our experience, the systems work well enough to consider them a net benefit. They demand the driver play an active role by gripping the wheel every 20 to 30 seconds, unlike similar systems. They're not flawless, not yet: in at least two instances, the system either couldn't detect a faded white stripe or couldn't detect anything at all, and stopped engaging its adaptive cruise control.

Other new functions spun off of this technology include the ability to park the car, and move it out of a parking space, solely through a smartphone app; hardware that emits and receives data about nearby vehicles and obstacles and could one day help to avoid accidents; and a trigger for the front seats to inflate a seat bolster, shoving the passenger almost 3 inches farther away from a potential point of impact.

Other features

Among its other technology and luxury features, the E-Class adopts a new infotainment look and feel, with high-resolution animation. The cabin's ambient lighting can vary between 64 colors, and the lighting can be turned on or off at certain features—at the speakers but not at the center console, for example.

Finally, the new E-Class comes with a choice of high-end Burmester sound systems, both of which use some structural members of the body as passive speakers. The more expensive sound system has 23 speakers and 3-D sound staging.

What is it, mostly? The E300 E-Class more like a closing statement in the case that Mercedes is making—that it deserves the tech mantle, more than the arrivistes.

Mercedes-Benz C Class 2015

The 2015 Mercedes-Benz C-Class is slightly larger, more luxurious, and more beautiful than ever before, ushering in a new era of design and equipment for the brand’s mainstream luxury sedan. From the look and feel to the dynamics and technology, the C-Class makes a strong argument for a position as class leader, making strides into territory once held by larger luxury sedans thanks to the entry of the CLA-Class sedan below it.

The first thing you’re likely to notice about the 2015 C-Class is its striking exterior. You’d even be forgiven for mistaking it for the much larger and more expensive S-Class from a distance. But we like how the new C-Class doesn't just ape the Mercedes flagship; it has its own profile, and its own details. Inside, the styling upgrade is even more apparent, and evens more in line with the S-Class. Large round vents, a flowing center console, and inlaid metallic-look panels in the door all speak a design language that’s usually reserved for larger and more expensive cars.

The 2015 C-Class launched in August, 2014, in just two forms, both coming with standard 4Matic all-wheel drive: the C300 and the C400. The smaller designation denotes a turbocharged 2.0-liter four-cylinder engine rated at 241 horsepower and 273 pound-feet of torque. The larger, the C400, gets a twin-turbocharged V-6 engine good for 329 horsepower and 354 pound-feet of torque. In the first quarter of 2015, a rear-drive version of the C300 became available; both diesel and hybrid versions are also expected to be offered in America eventually. All announced versions of the 2015 Mercedes-Benz C-Class in the U.S. use a seven-speed automatic transmission.

In April, 2015, the new Mercedes-AMG C63 and C63 S join the 2015 C-Class range, adding huge power figures, impressive handling, and more aggressive style. With a twin-turbocharged 4.0-liter V-8 engine rated at 469 horsepower and 479 pound-feet of torque, the standard C63 is capable of very brisk acceleration (4.0 seconds to 60 mph) and an electronically limited top speed of 155 mph. The C63 S rates 503 horsepower and 516 pound-feet of torque, reducing 0-60-mph times to 3.9 seconds, but still limited to 155 mph. The C63 S’s extra power and torque is much more noticeable behind the wheel than the stats would suggest, with palpably more power on demand at any given time or rpm.

With the C63 and C63 S on sale, the C400 has rather less riding on its shoulders in terms of performance. But the C400 4Matic, which comes standard with Mercedes’ Airmatic suspension, does not intend to be a sport sedan first and foremost. Instead, it’s a luxury sedan with ample power and a planted, stable ride. The C400 isn't aimed for track-day enthusiasts; don’t count that as a demerit, however, as the 2015 C400’s on-road demeanor is expertly balanced, putting passenger comfort and confident dynamics at the fore.

Between the two non-AMG models, the C300 is our preference. In most kinds of driving, it feels just as quick as the 400; and only when your right foot is mashed to the floor do you notice that it's actually a bit faster -- especially in highway passing situations. It should return significantly better fuel economy, too. And at an event where we drove both, we didn't notice any real improvement in ride, and we preferred the more straightforward handling of the standard suspension.

A highlight of the new 2015 C-Class, including the AMG models, is its interior, which is the new class leader in terms of style and sophistication. Even apart from the headline option items, like a Burmester sound system, new touch-controlled COMAND infotainment system, or Mercedes’ suite of safety technologies called Intelligent Drive, the cabin of the new C-Class exudes luxury in a way that none of the existing alternatives from other brands—or even Mercedes’ own outgoing C-Class—can manage. Material quality, fit and finish and design are all top-notch, class-leading. There’s no aspect of the cabin that feels like a cut corner or a cost-savings measure. Optional trims include a gorgeous open-pore black ash wood that feels like it comes from a car several classes higher.

The luxurious cabin has grown larger for the new generation as well, a freedom gained by the introduction of the smaller CLA-Class below. Greater wheelbase means more rear-seat leg room, and while six-footers won’t have abundant space for knees, elbows, or noggins, they’ll fit with adequate comfort for even fairly extended drives. The front seat is spacious, with plenty of leg, head, and shoulder room, though the width of the (rather beautiful) center console can impinge on side-to-side knee room for the longer-legged. Entry and exit to the back seat also seems to have fallen victim to the roofline and more aggressive door cutline. Trunk space is 12.6 cubic feet, and the rear seatbacks flip forward easily (and flat).

So far, the C-Class has a mix of crash-test ratings—not quite top-tier but respectable. In federal testing it's earned a mix of four- and five-star ratings, while in Insurance Institute for Highway Safety (IIHS) it has 'good' results but full results aren't yet in (for small overlap, for example). Gas mileage ratings span a range from 24 mpg combined to 28 mpg combined, depending on drivetrain specifications.

Mercedes’ suite of technology in the 2015 C-Class puts it almost on par with the E-Class and S-Class in terms of safety and driver assistance. In fact, many of the systems are identical to the others, while a few are arriving in the C-Class first, before moving to their set of the lineup. The Intelligent Drive package rolls up many of the headline aspects, and includes Dystonic Plus adaptive cruise control and steering assist, a stereo-camera system that further aids lane-keeping and semi-autonomous functions, brake assist, active parking assist, and a surprisingly effective 360-degree camera system, among other features. A head-up display can relay navigation instructions, vehicle speed, and other driving data.

The new COMAND infotainment system gets Mercedes’ latest mbrace2 app suite and an all-new touchpad controller that hovers above the familiar (but now knurled) COMAND control wheel. This new touchpad system offers gestural input, including swipes, pinch-zoom, and tap/click maneuvers, all familiar to computer or tablet users. The touchpad is better in idea than in execution, however, with inconsistent responses and behaviors that aren't as well-coordinated with the menu system as they could be (or as smooth as in a typical tablet).

Mercedes-Benz S Class 2015

If there's a top to the luxury-sedan ladder, the Mercedes-Benz S-Class has long laid claim to it—especially if you value technology, engineering, and some of the most advanced active safety and occupant protection in the world, perhaps over lavish, hand-crafted displays of wealth and 'bespoke' exclusivity.

The S-Class remains one of the best flagship luxury sedans in the world, alongside the likes of the Audi A8, BMW 7-Series, Jaguar XJ, and yes, evens the Tesla Model S. This past model year marked the introduction of a completely new, sixth-generation S-Class, and in keeping with tradition, the S-Class was first launched in just one guise: the S550, with a twin-turbo V-8. Since then, a high-performance S63 AMG 4Matic model; and now for 2015, the lineup gets wider yet with the introduction of flagship S600 and S65 AMG models.

And now it's not just a sedan. With the retirement of the CL-Series, a new 2015 Mercedes-Benz S-Class Coupe breaks onto the market, flaunting a striking profile and a unique roofline compared to the sedan. Details are familiar but bolder, with arching character lines that look crisper, and a tauter, more horizontal look to the rear styling. In front, the S-Class Coupe gets details that are much like those of the Sedans, with a more upright, broad-set grille, angular full-LED headlamps (which can host 47 Swarovski crystals), and large air intakes.

Inside, the Coupe and Sedan are more in sync, although they're not identical. We'd say it's the same design in the Coupe, only mapped to a slimmer form. In both cases, it's radically different than the layout of the previous, fifth-generation S-Class, with a clean, twin-tier horizontal look adorned with high-contrast materials, round vents, and considerably more bright work.

For now, the 2015 Mercedes-Benz S-Class includes two versions. The base S550 has a twin-turbocharged 4.6-liter V-8 engine, teamed to a seven-speed automatic with paddle shift controls and a choice of rear- or all-wheel drive (4Matic) for sedans, or all-wheel-drive only for coupes. It's the epitome of a luxury-flagship powertrain, an effortless performer, in tandem with the standard air suspension. The tour de force here remains the available stereo camera that predicts the road surface ahead of the S-Class, giving it adaptive control over the ride quality in a way that works so well (provided it's in Comfort mode) that it feels rather magical.

Those with a penchant for speed as well as supreme luxury will appreciate that the S63 AMG is now joining the lineup. It gets most of the S-Class's standard bag of tricks, plus a few of its own, including a force-of-nature 577-horsepower, 664-pound-foot twin-turbo 5.5-liter V-8 engine and rear-biased 4MATIC all-wheel drive. The result is a sedan and coupe combo that can reach triple-digit territory with shocking ease (0-60 mph in just 3.9 seconds), and a car that you'll love to drive as much as to be driven in. The new S-Class Coupe in particular emphasizes driving enjoyment, though its luxury-first nature dissuades you from sports car-style shenanigans.

And speaking of being driven, the First Class Rear Suite option for sedan models is just that--as close as you'll come to the front of the plane while you're riding in the back of the car. If anything, the finishes used in the S-Class are more beautifully crafted than ever. The tiny knobs that control its round vents aren't as sensually pleasing as the chrome pulls on a Bentley, but the quilted leather dash and silver-toned trim are as glamorous as anything Mercedes has ever made.

Otherwise, from its personal relationship with the driver to the emotional attachment it inspires in its owners (there's even a scent dispenser), the S-Class is playing to win, and to inspire a little more charm this time to counter the stoicism we can count on it to have, generation after another. Inside, this new approach is most evident, and it takes a real cynic to find fault with the Mercedes-Benz S Class' passenger comforts. You'll find superb front seats, easy access for those in back, and a fillip of first-class accoutrements to go with occasionally fiddly ergonomics.

No U.S. agency has crash-tested a sixth-generation S-Class yet, but with Mercedes' long-standing reputation for occupant protection (it maintains a very low fatality and injury rate, according to the insurance industry) and advanced safety features, it should again be a standout for safety, especially in light of its newest technology. From blind spots to surround-views, there are camera and/or radar sensors for everything, it seems. And the adaptive cruise control can steer its way along in stop-and-go traffic, or order a stop from a brisk pace when it senses a pedestrian or an animal in the road.

The businesslike way the S-Class goes about its chauffeur duties hasn't gone missing, but it's been massaged with a nurturing take on luxury. The whole Mercedes lineup has become less and less clinical, ever since its failed marriage to Chrysler; the new S-Class' pillowed, scented, remote-controlled, app-enabled, silver-graced cabin is its most sensually appealing ever. There's a bit more room inside than before--all U.S. cars is a longer-wheelbase variety--and every cubic inch is filled with systems to nurture passengers. It's fitted with reclining rear seats, airline-style work trays, and dual TFT screens for the driver and the car's infotainment systems, and it's enabled for mobile-app connectivity. The seats have a warm-stone massage mode; Burmester sound systems are a pricey but achingly gorgeous upgrade.

Honda Insight Hybrid 2016

The 2016 Honda Insight is a hybrid electric vehicle and it represents third generation of this model. Honda Insight has been produced since 1994 until 2014. In 2014, Honda stopped production of this car. The reason they used this break until now was to improve the most important things on car, its engine performance and design. So this new Insight is going to be much better looking car and it will use new improved technology in order to stay more competitive. Its biggest competitors will definitely be Toyota Prius and Toyota Mirai.

ENGINE SPECS 

Engine wise, the 2016 Insight is most likely to feature one of two engine choices. It is either getting the very same basic powertrain as the brand-new Fit or it is going to get a brand new designed specifically for it. The one originating from the Fit is a 1.5 liter Atkinson pattern engine from the new generation combined to an electric motor and a CVT transmission. This will certainly be good for more than 39 MPG and it will offer as much as 140 horsepower. The other choices should be a smaller 1.3 liter engine with a slightly a lot more effective electrical motor as well as a new double clutch 7 speed gearbox. This entire device will provide as much as 44 to 46 MPG with an optimal power of just over 130 hp.

2016 HONDA INSIGHT EXTERIOR AND INTERIOR DESIGN

There is a huge probability that the Japanese manufacturer will certainly utilize the exact same platform for this brand-new auto as Civic Sedan. It means that this new variation will be readily available with more threatening design with larger log cabin as compared to the previous model. In addition, this automobile is stated to have wedge shaped physical body aid aerodynamics in order to reduce the drag to make sure that the vehicle has actually improved fuel economic climate.

We are glad to understand that new Honda Insight will supply roomy log cabin to assist 5 individuals. Inside the cabin, it is pointed out by some reliable sources that the automobile has something fantastic with the huge modifications. It is completed with leather wheel, thin materials, soft control board made from plastic and 8 inches of screen display for satellite GPS system. We are also very happy to inform you that the vehicle has actually improved security system with bigger choices about basic and also optional features.