2016 AUDI A5

Dressed in what might as well be called a finely custom-made suit, the Audi A5 and S5 Car and Cabriolet transmit an atmosphere of selectiveness, beauty and power. Available since 2011, the general look of the auto has changed next to no since its presentation. For the 2016 models, the great looking S line outside trim bundle is being offered no matter how you look at it, Audi Interface WiFi has been added to the Route in addition to bundle, the Blast and Olufsen sound framework is standard on the Premium In addition to and Eminence trim levels, and a red convertible top is offered for the Cabriolet.                                                                                                                                     The All new 2016 Audi A5 is offered in both Coupe and Cabriolet formats. Within each body style there are two trim levels, Premium and Premium Plus. There is also a high-performance S5 iteration—similarly offered in both hardtop and convertible, but with Premium Plus and prestige trim packages. Pricing for the standard A5 Coupe starts at $40,500, while the S5 starts at $53,000. The A5 Cabriolet starts at $47,895, while the S5 Cabriolet’s pricing begins at $61,000.

Standard features for A5 Premium models include 18-inch alloy wheels, automatic Xenon headlights with LED daytime running lights and taillights, foglights, automatic windshield wipers, heated exterior mirrors, a tilt-only sunroof for the Coupe, leather, Bluetooth, and Audi’s MMI infotainment interface with a 6.5-inch monitor.

A5 Premium In addition to begins at $42,795 for the Car and $50,195 for the Cabriolet. Standard components include auto-diminishing mirrors, warmed front seats, keyless passage and ignition, and the Blast and Olufsen sound framework to the Premium bundle's offerings. 

As already specified. the 2016 Audi S5 is offered in Premium In addition to and Glory trim levels. The Premium In addition to bundle is for all intents and purposes indistinguishable to that of the A5—save an all the more capable motor. 

Audi's 2016 S5 Roadster Renown begins at $59,350 and highlights versatile headlights, Bluetooth, WiFi, Route, voice controls, front and raise stopping sensor exhibits, a back perspective camera, and blind side checking. It ought to be noticed these components can be added to the Premium In addition to demonstrate as the discretionary Innovation Bundle. The All new 2016 Audi S5 Cabriolet Eminence begins at $67,345.                                                                                                          Without question one of the most handsome automobiles currently offered; even some five years into its model run, the 2016 Audi A5/S5 still looks fresh. Its nicely balanced proportions, strong greenhouse, and sculpted shoulder lines imply strength and give the car grace as well as a definitive presence.

Here, we’ll be quite honest; we’ve always preferred the look of closed Audis to convertibles, as the models seem to lose something in translation to Cabriolet. With that said, the Cabriolet versions are still quite good looking—they just lose something when compared to their closed counterparts.

New for the 2016 S5 models is an optional styling package Audi refers to as Black Optic plus. Key elements include a honeycomb grille insert and a black surround for the signature Audi Singleframe grille insert. Xenon headlights with an LED light strip and foglights are also part of the package. Black exterior mirrors, quad exhaust tips, and 20-inch double spoke wheels with a matte titanium finish complete the package.

Highlights of the S-Line styling package, now standard across the board for the A5, include: a high gloss black surround for the grille, gloss black window trim surrounds, gloss black 10-spoke 19-inch wheels, and a rear spoiler.

New for the 2016 Audi A5 Cabriolet lineup is a red canvas folding soft top. The multilayer roof can be raised in 15 seconds and is finished so well, you’ll never know you’re in a convertible when it is deployed.                                                                                                                                       The oft-imitated Audi insides are the jealousy of the business. 

Proudly driver-driven, each control is inside simple span of the driver. Assembled in a curve encompassing the driving position, instrumentation and controls are exhibited in three unmistakable groupings. 

Normally, the tach and speedo are situated specifically before the driver and are both exceptionally readable and also satisfying to the eye. The inside stack is delegated with the screen for Audi's MMI framework, while the atmosphere control framework stays the middle stack. Pleasantly exhibited around the shifter are controls for the MMI framework, the sound framework, stopping brake, and the ignition catch for models with keyless begin. 

To this effectively good looking environment, highlighting close ergonomic flawlessness, the 2016 Audi A5's discretionary S line inside bundle includes dark entryway ledge cutting edges, an Audi elite shifter for manual transmission models, a three-talked level bottomed directing wheel with movement paddles for models outfitted with the mechanized manual transmission, piano black trim inlays, leather seats with Alcantara accents, and a black cloth headliner.

Comfort & Cargo Capacity

Let’s get this said right off the bat; given the sleekness of the 2016 Audi A5/S5 Coupes and Cabriolets, rear seat legroom is pretty much non-existent. If the front passenger is willing to slide their seat far forward, you’ll squeeze an adult back there, but a driver would have to be very short to accommodate a third passenger. This is pretty much standard for any coupe in this class, though, so we won’t file that as a knock against the Audi.

Whether you go with the standard seats, or the optional sport seats, you’ll find all-day comfort and outstanding support. This is a car meant for long-distance touring, and its accommodations are wonderfully reflective of this fact. A really nice touch for the Cabriolet is optional neck-warming vents in the standard seats (not offered with the sport seats), which make top down driving in cooler weather feasible.

Back to the MMI system for a moment, we prefer the dial controller on the center console you get with the Premium Plus and Prestige packages to the dash mounted one on the Premium package. It’s much easier to reach use, plus it looks way cooler. It also comes with a larger monitor.

Cargo capacity is 12.2 cubic feet with the Coupe and 10.2 cubic feet for the Cabriolet (with the top folded). While these numbers sound a bit on the lean side for a car this size, the space is thoroughly usable. Further, the rear seat backs fold to increase capacity.

Neither NHTSA nor the IIHS has crash test data on the 2016 Audi A5/S5. However, the closely related Audi A4 did quite well across the board in both organizations’ testing.

Standard safety features include ABS, traction control, stability control, and a full complement of airbags. Meanwhile, blind spot monitoring, front and rear proximity sensor arrays, and a rearview camera are optional on Premium Plus trim.

The S5’s Prestige package makes these elements standard. Additionally, Prestige package options include smart cruise control along with frontal collision warning and mitigation.Since the 2015 model year, all-wheel drive has been the sole powertrain arrangement for the A5. Power originates from a 2.0-liter turbocharged four-barrel with 220 strength and 258 ft-lbs of torque. 

With the A5 Roadster, a six-velocity manual transmission is the standard offering, while an eight-rate programmed can be had as discretionary gear. The eight-pace programmed is the main transmission fitted to the A5 Cabriolet. 

Efficiency for the Car is evaluated at 26 mpg by and large with the manual, 25 with the programmed, and 24 for the Cabriolet. 

The 2016 Audi S5 gets a supercharged 3.0-liter V6 with 333 strength and 325 ft-lbs of torque. A seven-rate mechanized manual is fitted to the Cabriolet as standard hardware and a possibility for the roadster. A six-velocity manual transmission is the standard offering for the S5 Car. 

The Car returns 20 mpg generally speaking with the manual transmission and 21 with the mechanized manual—as does the Cabriole.In the event that we are to keep things 100, we need to say neither the A5 nor the S5 will set your hair ablaze as far as their execution potential. While their motors are more than satisfactory, they don't generally exceed expectations as far as force yield. Thusly, both models have a tendency to raise the back in execution arranged examinations inside of their companion bunches. 

Then again, they are pleasantly adjusted autos with all-climate tractability—on account of their standard all-wheel-drive powertrains. Further, both autos are outstandingly agreeable out and about and completely splendid on lengthy drives. 

Besides, they do surrender some ground in inside and out execution, they corner pleasantly and can be very enlivening to drive. Primary concern, if hard and fast execution matters less to you than style and comfort, the Audi showroom likely has the extravagance two-entryways you've been looking for.

2016 VOLKSWANGEN PASSAST

All new 2016 Volkswagen Passat is the first vehicle launched by the automaker since the news softened that VW had drawn in up a seven-year system to intentionally trick outflows guidelines around the globe with its TDI turbodiesel drivetrains. Subsequently, things were to some degree stifled in Stowe, Vermont, where I was welcome to drive the new auto: it was a calm day in the encompassing slope confined by refreshingly straight-talk from Volkswagen PR with respect to the embarrassment and the strides being attempted to determine the misleading in the psyches of both clients and government controllers. 

Shockingly for the Passat, the nonappearance of the TDI trim has to a great extent victimized the moderate size vehicle of its character. Presently compelled to contend on benefits other than cheapness and the torque-glad nature of its turbodiesel alternative, the Volkswagen Passat does not have the cachet important to separate itself from the savagely aggressive family auto pack. While still a "decent" auto, the car winds up going head to head against the absolute most prevalent vehicles available with its single most convincing component on the seat (and confronting an unverifiable future).                                                                                                                                         All newer 2016 Volkswagen Passat continues the sedan's trend of presenting a conservative take on what family transportation should look like. The revised Passat comes off as somewhat bulkier than the model it replaces, but in a manner that suggests a few extra trips to the gym rather than additional helpings of strudel. This is most evident up front, where VW designers have pumped up the power dome on the hood as well as enhanced the angularity of the car's fenders and bumpers. It's a broader face for the Passat, but it's one that's sharpened somewhat by the availability of LED headlights. LED tail lights can also be had with the sedan, where they join a new trunk lid and a similarly buffed-up rear bumper cover.                                                                                                                         One of the best aspects of the 2016 Volkswagen Passat hasn't been altered at all, and that's the copious amounts of rear seat room afforded its passengers. With just over 39 inches of space to stretch out your legs behind the front row the Passat is notable for its generous cabin, and unlike the more fashion-forward Volkswagen CC the larger car doesn't lop off your head with a plunging roofline. Genuine leather seating is available on higher Passat trim levels, as are a moonroof and even seat heaters front and rear, a boon for anyone forced to struggle through a winter climate year-in, year-out.

Helping to enhance your calm inside the mid-size Volkswagen is a suspension system that's been tuned with comfort in mind. Never mind that it might lack the reflexes or even the instincts of a sport sedan; the Passat is at its best when cruising calmly down the highway. Vermont's twisting two-lane blacktop put the chassis to the test as I avoided both the narrow, jutting rocks of Smuggler's Notch as well as the occasional on-road cow-pie, and I am happy to report that the car asks you to endure a minimum of jostling at speed.                                                                                                       The All  new 2016 Volkswagen Passat's revised exterior is matched by a few tweaks made to the look and feel of its passenger compartment. It's subtle, but the changes are there: Volkswagen's designers have simplified the appearance of the car's dashboard, center stack, and gauge cluster, and while much of the standard brand uniform is present and accounted for - analog clock above the stereo system, big round tachometer and speedometer in front of the driver - it's all being worn just a little differently. I was most enamored of the use of wood grain trim on the door panels and as a frame on the dash, paired with an accent of rippled aluminum that added brightness to the cabin. One thing I would change? Deep-six the old-school stlye, single-color LCD screen between the speedo and tach, which looks out of date in an era where TFT displays are becoming increasingly common.                            Volkswagen never entirely had an idea about the touchscreen interface idea until the late presentation of the Golf hatchback acquainted us with another era of in-auto stimulation from the brand. The 2016 Volkswagen Passat additionally profits by this endlessly enhanced framework, which controls sound, correspondences, and (discretionary) route highlights. It's significantly more responsive than the unit it replaces, and to sweeten the deal even further it doesn't take three to five minutes to stack up when you first begin the auto, drastically expanding your odds of having the capacity to listen to the radio before you achieve your destination.   Volkswagen has thrown its fortunes in with the group of automakers supporting both the Apple CarPlay and Android Auto smart phone integration systems. In theory, these two interfaces are designed to offer the convenience of having your mobile device's screen projected onto the Passat's larger touchscreen. In practice, you get only a handful of apps and lock yourself out of the rest of the car's on-board functionality for the duration of the connection - not to mention render your phone useless at the same time. On the plus side, at least it means that Volkswagen has finally given in to the almost five-year-old trend of having USB ports installed in vehicles. You can't win them all.                                                                                                       An even more important advancement in the 2016 Volkswagen Passat's high-tech arsenal can be found on its list of safety features. For the first time the Passat now offers a comprehensive suite of active safety equipment that includes a lane keeping assistant (that actively steers the car back between the lines should it wander out of its lane), a blind spot warning system that includes automatic braking intervention when reversing the Passat, and a forward collision warning system that can also slow the sedan down should a potential impact be detected. This very competitive array of protective technologies is joined by adaptive cruise control as well as automated parallel and perpendicular parking - the latter being a feature that I can't ever recall having to use, but which should appeal to novice pilots intimidated by the urban jungle.                                                                                    The all new  2016 Volkswagen Passat comes standard with a 1.8-liter, turbocharged four-chamber motor that creates 170 pull and 184 lb-ft of torque. Matched only with a six-rate programmed transmission, this unit conveys fuel mileage of 25-mpg in unpredictable driving, and 38-mpg amid thruway cruising. In the event that you've looked for a smaller auto as of late, you may see that these numbers would be focused in the section just underneath the one that the Passat winds up in, yet even given its unassuming 3,300 lbs of control weight they put on a show of being disappointing from in the driver's seat of the greater car. Going at thruway velocities is extended when pushing down on the turbo auto's go-pedal, keeping in mind movements are smooth there's no feeling of direness from the transmission as you quietly ask it to locate a couple of additional lb-ft to offer you some assistance with getting by the truck in the path adjacent to you before you hit approaching activity. 

There's a cure to the Passat's turbo misfortunes, yet it includes some significant downfalls. The vehicle is additionally offered with a 280 drive, 3.6-liter V-6 that is coordinated with a six-velocity double grasp computerized manual transmission. Likewise equipped for delivering 258 lb-ft of torque, the six-chamber Volkswagen is more legitimate in all circumstances where heavy quickening is required, however notwithstanding the effectiveness punishment connected with the engine (20-mpg city/28-mpg roadway), there's additionally the additional money you'll need to fork over for the higher trim levels that feature the optional engine.The missing link that used to connect these two Passat drivetrains is, of course, the 2.0-liter turbodiesel four-cylinder that has been struck from the order sheet until the company can figure out how to deliver the same combination of low-end torque and fuel-conscious efficiency without breaking all the rules. The 2016 Volkswagen Passat suffers greatly from the loss of its segment-exclusive engine, which represented close to 30 percent of total sales for the car. Absent the brawn and 'eco-friendly' image of the TDI model - a reputation that might now be perpetually tarnished by the brand's backroom shenanigans - the Passat is left with the very ordinary engine pair listed above, as so many development dollars having been poured into its diesel technology that there's little to brag about under the hood in the gas-only category.                             The All newer  2016 Volkswagen Passat R-Line presents something of a missed open door for VW to plug the crevice between its base model and the top-level V6. Apparently the R-Line is intended to offer fans compelled to segue into a moderate size family auto the opportunity to express their car enthusiasm, at any rate outwardly: there's a somewhat more forceful arrangement of guards front and raise, remarkable 19-inch edges, side skirts, a diffuser, and the standard cluster of lively inside highlights. What you won't discover are any genuine enhancements in the Passat's execution - no stiffer suspension settings, no re-tuned guiding, and certainly no knock in force. 

I realize that VW didn't get ready for its TDI duplicity to be unmasked, which implies its designers never had room schedule-wise to contemplate the band-help impact of a truly energizing to-drive Passat R-Line. My spontaneous recommendation for a 2016.5 model year upgrade: give the R-Line the 2.0-liter turbo from the Volkswagen GTI combined with a six-rate double grasp gearbox. The 220 stallions offered by the peppier four-barrel is genuinely what the base car ought to highlight regardless, and since it has enough torque to coordinate the V-6 you wind up with a more intriguing Passat that is insignificantly heavier than the 1.8-liter model with almost no expense to the organization. Notwithstanding this early-cycle intercession, at any rate stuff the 2.0 into the section level auto so that VW can offer a family four-entryway that is aggressive no matter how you look at it.           

KIA NIRO HYBRID FOR 2016

 Big things at times come wrapped in little bundles. The declaration from Kia that it will be conveying its initially committed half breed to the United States is a critical one, yet the vehicle itself - the Kia Niro - sails into the reduced utility vehicle section riding on a humbly measured stage combined with just as traditionalist styling. Try not to let the Niro's suburbanite cordial looks trick you: Kia has put in the most recent three years packing the tall-riding hatchback with the most recent and most noteworthy crossover innovations in an offer to at any rate get the consideration of would-be class-driving Toyota Prius purchasers. 

In the wake of spending the evening in the driver's seat of the Kia Niro on streets encompassing the automaker's Namyang innovative work focus on the edges of Seoul, Korea, it's unmistakable that Kia is paying more than lip administration to its Prius-poaching objective. On the off chance that estimated right, the Niro's hybrid like reasonableness, remarkable guaranteed fuel mileage, and SUV looks can possibly cut out a cut of the minimized half and half market to the detriment of its Toyota target.                                                                                                                                                         Although Kia has offered a hybrid version of its Optima sedan for the past several years, the Niro is the first vehicle from the brand to be developed from the ground-up as a dedicated hybrid. This means that the Kia Niro sports it own unique platform, and one that the automaker's engineers assured me won't be appropriated for any other automobiles in the future. By developing every aspect of the Niro to maximize its potential as a hybrid vehicle, Kia was able to achieve advances in efficiency, drivetrain smoothness, and packaging. It also indicates just how much of an investment the company was willing to make in its battery-assisted future by pouring big dollars into a single-use platform intended to go head-to-head with the hybrid segment's 800 lb wale: the Toyota Prius.                                               Despite being intended to snipe away at Prius customers, Kia wisely decided not to make the Niro a simple clone of the best-selling hybrid. Instead, the Kia Niro approaches the gasoline/electric compact question from an entirely different angle that draws heavily from the seemingly endless public thirst for small crossover vehicles. Although shorter than both the Prius, the Niro shares the same wheelbase, which means passenger room is comparable. More importantly, the Kia is wider and taller than even the plus-size Prius V, which gives it a more imposing presence on the road. It's interesting to note than the Niro actually posts a slightly longer wheelbase than the brand's Sportage SUV, which in my mind makes it a potential replacement for the automaker's now-departed Rondo compact people mover.                                                                                                                                                                                           Instead of introduce an off-the-rack half breed framework, Kia has given the Niro a novel setup all its own. The little utility vehicle is persuaded by a 1.6-liter, direct fuel infusion four-barrel motor that is combined with a solitary electric engine. Still in the model stage, Kia wasn't willing to focus on an aggregate framework strength number, yet the designing group behind the Niro did uncover that the 1.6-liter pushes out a little more than 100 pull and around 110 lb-ft of torque, and that the electric engine further includes around 50 extra horses. Considering drivetrain misfortune, a figure of 140 consolidated pull felt about right amid my time out and about in the Niro, with speeding up coming slowly yet absolutely no pokier than correspondingly spec'd crossovers. Entwining everything is a 1.56 kWh lithium-particle battery pack that encourages constrained electric-just operation at low speeds                                                                                                                                          The secret sauce soaked into the Kia Niro's bespoke hybrid system is a dual-clutch automated manual transmission, a design that's almost unheard of in the affordable eco-car segment and another first for Kia. Moving to a DCT instead of the ubiquitous continuously-variable automatic gearbox design offered with most hybrid cars allowed Kia to take advantage of the mechanical efficiencies inherent in a dual-clutch setup, and it also served to improve the drivability of the vehicle. Rather than a hazy mist of power delivery the Niro offers smooth, distinct gear changes with the pedal to the floor, which goes a long way towards making the car feel a lot more like a normal, gas-only crossover than a true hybrid while commuting. There's even a shift-it-yourself feature built into the console-mounted gear selector, but it's more of a novelty than anything else (especially since the Niro doesn't come with a tachometer).                                                                                                                       Remember earlier when I said that Kia's investment in a dedicated hybrid platform would maximize the Niro's efficiency potential? The numbers add up: although official EPA certification is pending, Kia is aiming for better than 50-mpg in combined driving from its utility hybrid, a figure that seems completely attainable given the Niro's specifications. This would push the car past the Ford C-Max Hybrid hatchback and put it on par with the Prius, giving it the technical ammunition it needs to impress the subset of buyers who make all their purchasing decisions based entirely on fuel consumption figures. One caveat: Kia has had issues in the past with real-world fuel efficiency not matching the official line, although with the emergence of the new Optima Hybrid.                                                                                                         A big part of Kia's recent identity has been a focus on styling, and in particular on being able to deliver interesting-looking cars at very affordable prices. Before the camouflage went on for our extremely public drive, and after our cameras and mobile phones were confiscated by worried-looking Koreans, the Kia Niro was showed off to us in its birthday suit. It's hard to characterize anything memorable about the hatchback's sheet metal, which is surprising given that it will be sitting in showrooms alongside eye-catching members of the Kia family like the Soul and the Optima. The most attitude on offer from the Niro is up front where it features the angled grille opening that has become a Kia trademark, as well as the just-for-show ground clearance (there's no AWD available, although it's technically feasible for future editions).

The rest of the car is well-proportioned and certainly not ugly, but that's faint praise in face of Kia's traditional design chops. Of course, compared to the recently-redesigned, over-the-top Prius, the Niro looks like it's wearing a well-tailored Brooks Brothers suit, so maybe the reassuring familiarity of the vehicle's utility-focused shape is entirely the point.                                    Overall it's hard to fault the Kia Niro from a driving dynamics standpoint. Its handling is well in keeping with similarly-sized hatchbacks, which means confident cornering and good stability on rough roads (of which the industrial corner of Korea that served as our test route had in abundance). Despite its prototype status, the Niro also surprised with a relatively quiet cabin, which was largely free from both road noise and the rattles and shakes that so often accompany pre-production test mules. 

Interior trim throughout the Kia was in keeping with what one would expect from a reasonably priced compact, and aside from its hybrid-specific instrument cluster the Niro's dash could have been lifted from almost any member of the brand's line-up. Sitting in the second row didn't crush my legs up against my chest, and in the absence of official numbers I'll have to gauge the hatchback's cargo space as 'sufficient,' although the version I drove did not yet offer a flat load floor. In short, the Niro has been well-packaged to prioritize utility, and I have no doubt that it could step in for a small SUV and satisfy the needs of young family buyers.   As competitive as the Kia Niro's fuel mileage would seem to be, and as comfortable as the compact utility hybrid was to drive, it's going to take more than just parity with existing battery-assisted options for it to make a splash. Turning customers away from the segment-defining Toyota Prius will require that it be sold at a price point low enough to encourage hybrid fans to switch allegiances. It will certainly help that Kia has one of the best warranty programs in the business, as battery lifespan has always been a chief concern of those new to the electric car category, but an even greater assist would come in the form of a starting price that sits between $22,000 and $23,000 buck's.

TITAN XD 2016 NISSAN

The launch of the 2016 Nissan Titan XD is another update that the pickup world is light, imaginative and loaded with incredible vehicles. What the Titan XD conveys to the gathering is a radical new corner that openings in the middle of conventional half-ton and three-quarter-ton models. Nissan has found that numerous purchasers need the solace and helpful size of a half-ton truck, additionally require more capacity — in spite of the fact that not as a matter of course as much as a three-quarter-ton truck offers. They regularly substitute between the two. Presently they can discover something that blends simple driving with superb capability.                                                                              Until the all-new Titan full-size truck extent goes along in 2016, this bigger XD model (XD remains for "additional obligation", coincidentally) is as of now the sole delegate. Trim levels are S, SV, Genius 4X and the ultra-rich Platinum Save. The XD comes in team taxicab structure with a 6.5-foot bed, and the extent begins at around $40,000 then tops out in the $60,000 territory. Add $1,200 destination charges to every cost. Purchasers will discover the XD is even estimated between half-ton and three-quarter ton trucks. 

Professional 4X is the main model with all-wheel drive as standard. The default setup in the others is back wheel drive with all-wheel drive as a choice. The Ace 4X likewise has a committed suspension custom-made for rough terrain use, plus hill start assist and hill descent control.                                  The exterior is suitably chunky, reflecting the rugged and durable character of the truck’s build quality. The Platinum Reserve trim goes big on chrome, especially across the tailgate. All models have “Titan” embossed into various body parts, like the top of the grille. Based on a fully boxed ladder frame, the XD is designed to keep noise, vibration and harshness at absolute minimum levels. And it succeeds. The interior is shaped by smart ergonomics, yet doesn’t skimp on good-looking details like the instrument dials.                                                                                                      In among all the high-quality materials, notice how the gearshift lever is located at the steering column. This might seem a touch old-school, but it allows for greater storage flexibility in the center console. There’s enough space to house a laptop. Several drinks holders are conveniently arranged around the cabin, including a couple that can take 32-ounce Gatorade bottles.

The rear seats offer ingenious stowage options. The seat backs fold down and the bottom cushions can flip up. This is where things get really clever. Under those seats are lockable storage bins, but their lids can also fold out to create a flat load floor                                                                                 The lodge is extensive and inviting, particularly in the calfskin wrapped, top of the line Platinum Store trim. The second column has a lot of space for grown-ups and each seat is splendidly agreeable. 

Most extreme payload is 2,085 pounds for a back drive Titan XD, while that same model when legitimately prepared can tow a significant 12,310pounds. The truck is even equipped for performing snow furrow obligations with the right hardware. 

There's a great deal more to it than that, nonetheless. The bed has a shower in liner from the production line, accompanies lashing rails, discretionary locking stockpiling compartments (that can twofold as coolers, on account of channel attachments) planned so they won't meddle with a spread or a camper top. What's more, a gooseneck connector is standard issue. The Titan XD is the first full-size truck to offer this component; a fifth wheel is on the choices list. 

The 360-degree camera framework likewise permits a driver to turn around toward a trailer, then hitch it up without any help, even check the trailer's lights with the key coxcomb. At the point when not towing or conveying a considerable burden in the bed, the ride quality is still quality is still extremely comfortable   not something that can usually be said of heavier-duty trucks.

As well as all the mandatory safety features, the Titan XD includes trailer sway control and downhill speed control, making towing tasks much more bearable. Blind-spot monitoring is optional, but the large side mirrors also have a separate convex section. Those mirrors are also extendable (necessary when there’s a trailer out back), but the cameras that form part of the 360-degree vision system remain in their same spots. It’s little details like this that really sets this truck apart. The brakes are also more reassuring than those of the previous generation.                                                                 There’s only one engine for the XD and its inclusion is a stroke (pardon the pun) of genius. It’s a 5.0-liter turbocharged diesel V8 from Cummins. That’s probably enough to sway some buyers right there. Cummins engines are recognized, renowned and respected the world over. This is an all-new unit with a block of compacted graphic iron (CGI) that’s lighter and stronger than cast iron, plus an aluminum head. Horsepower is a respectable 310, but torque is the star player here: 555 lb-ft. This engine is linked to a heavy-duty six-speed automatic transmission, and it’s an effective combination.

There are no EPA figures, but Nissan claims a 20-percent improvement in fuel consumption over a comparable V8 gasoline engine. In the real world, low-to-mid-20s is easily achievable.  Driven with weight on board, pulling a double-axle trailer, or merely unladen, the Titan XD is always stable and serene. The engine’s considerable torque is accessible from just 1600 rpm. That’s partly how those admirable towing figures are achieved, but it also provides a satisfying low-end thrust that’s especially useful for off-roading adventures (the Pro-4X, incidentally, has all the right chops when things get wild). What’s also remarkable is how smooth and quiet the engine is; the cabin is virtually as silent as a luxury car.

  The 2016 Nissan Titan XD has enough going for it to break up the usual Chevy /Ram gridlock. It offers greater capability than most full-size trucks and rides more comfortably than its heavier-duty competition. The Cummins diesel engine is the metaphorical ace up its sleeve.

THE 2016 CHRYSLER 200 IS SLEEKER

Ideally, this new Chrysler 200 will see loads of rental armada obligation so individuals will get a chance to see exactly how great this erotically molded car truly is. We likewise seek this will interpret into deals after Chrysler, in light of the fact that this form of its average size car is the best ever. 

Certainly the loveliest Chrysler model of the current time—and perhaps one of the most attractive ever—the 2016 Chrysler 200 is sleek of line, enjoyable to drive, and brags a delightful inside treatment

For the 2016 model year, Chrysler 200 pricing starts at $22,490.Sublimely created, and having a nimbly clear style, the 2016 Chrysler 200 is simple on the eyes. Gently impersonating the four-entryway car look a large number of today's premium models have embraced, the smoothly decreased lines of the Chrysler are pleasantly highlighted by a sensitive grille and fog light treatment in advance. 

Found in profile, the effortlessly curving nursery is brilliantly streamlined, while all the while including a demeanor of style far over the value purpose of the Chrysler. As it were, the 200 looks significantly more costly than its sub-$25,000 beginning cost. The windscreen appreciates an extremely soak rake, which makes the four-entryway look much more svelte. 

From the back, you'll take note of the tail spoiler shrewdly formed into the storage compartment cover, alongside the premium look of the LED light-pipe emphasizes in the taillights. At the point when seen in simply the right light, the back ¾ perspective uncovers significant surface enumerating—once more, simply the kind of touch loaning a demeanor of excessiveness to the look of the auto.

Depending upon the trim package you select, optional offerings include one-touch power windows, heated front seats, dual-zone automatic climate control, heat and A/C outlets in the rear center console, Bluetooth audio streaming and telephony, and six speakers for the audio system.

If you’re more into luxury than sport, opting for the 200C will get you leather upholstery for the seats, power adjustable driver and front passenger seats, remote start, an auto-dimming interior rearview mirror, illuminated door handles and footwells, and illuminated vanity mirrors in the sun visors.

If you’re more of a performance-oriented driver, but you also appreciate a comfortable car, you will most likely be happiest with the optional S package. The 2016 Chrysler 200S offers a nice compromise between all-out performance and comfort.

On the sporty side of the ledger, the 200S comes fitted with dual exhaust tips; heated folding exterior rearview mirrors, a power adjustable driver’s seat, a leather wrap for the steering wheel, and paddle shifters for the automatic transmission. The 200S also gets a sport suspension system and a sport shift algorithm for the automatic transmission. 

Taken all in all, Chrysler's outline group figured out how to fuse the best components of cutting edge configuration patterns, while mixing them with a mark look. All the while, they bestowed the 2016 Chrysler 200 with a solitary quality of refineme Nicely complementing the thoroughly modern exterior appearance of the 2016 Chrysler 200, the interior treatment is rife with beautifully executed modern details.

The center stack is a floating design, with a rather large partially hidden storage area behind it. A particularly nice touch is the removable liner of the storage area, which makes cleaning it very easy. The liner also features a rendering of the Detroit skyline, lest you confuse the sleek Chrysler with an import.Yes, there are various game cars out there fit for surpassing it, however in the event that you're searching for a pleasant dosage of style; a great looking, very much prepared inside; and a decent measure of driving pleasure—all at a sensible value—the 2016 Chrysler 200S may well be what you're after.

Depending upon the trim package you select, optional offerings include one-touch power windows, heated front seats, dual-zone automatic climate control, heat and A/C outlets in the rear center console, Bluetooth audio streaming and telephony, and six speakers for the audio system.

If you’re more into luxury than sport, opting for the 200C will get you leather upholstery for the seats, power adjustable driver and front passenger seats, remote start, an auto-dimming interior rearview mirror, illuminated door handles and footwells, and illuminated vanity mirrors in the sun visors.

If you’re more of a performance-oriented driver, but you also appreciate a comfortable car, you will most likely be happiest with the optional S package. The 2016 Chrysler 200S offers a nice compromise between all-out performance and comfort.

On the sporty side of the ledger, the 200S comes fitted with dual exhaust tips; heated folding exterior rearview mirrors, a power adjustable driver’s seat, a leather wrap for the steering wheel, and paddle shifters for the automatic transmission. The 200S also gets a sport suspension system and a sport shift algorithm for the automatic transmission.Yes, there are various game vehicles out there fit for beating it, yet in the event that you're searching for a decent dosage of style; a nice looking, very much prepared inside; and a decent measure of driving delight—all at a sensible value—the 2016 Chrysler 200S may well be what you're after.In the security hardware classification, the 2016 Chrysler 200 is fitted with the standard components expected of an auto in this classification. These incorporate electronically monitored slowing mechanisms, footing control, strength control, front side airbags, side drapery airbags, and driver and front-traveler knee airbags. A rearview camera is standard in all cases—aside from with the passage level LX trim bundle. 

A large group of the most recent in hello there tech driver help components incorporates blind side checking and back cross-activity ready as discretionary elements with each trim level spare the LX. In the event that you run with the highest point of the line 200C, you'll discover those components packaged into the SafetyTec bundle, which additionally gets you path takeoff cautioning, path keep help, forward impact cautioning, and forward crash alleviation with programmed braking if the driver neglects to react to an up and coming crash. 

In accident testing, NHTSA says the Chrysler 200 is a five-star auto—as it aced all tests. Additionally, the Insurance Institute for Highway Safety commends the 200 as an especially safe car, granting it top scores in all testing. Further, in light of the fact that the most recent crash moderation components are incorporated, the 2016 Chrysler 200 qualifies as an IIHS Top Safety Pick.We drove the 2016 Chrysler 200 with both the four-barrel and the V6, and observed every motor to be more than up to the assignment of moving the new vehicle. Drivers basically worried about efficiency will locate the four more than sufficient as a force supply for the fair sized vehicle. It winds easily, conveys power in an extremely straight design, and is respectably up to the undertaking of inspiring the Chrysler. 

Essentially, on the off chance that you never drive the 200 with the V6, you'll locate the four very worthy force astute. While the 200 isn't quick with it as such, the motor is more than skilled at satisfying its task. 

Producing all that could possibly be needed maneuver to make converging into quick moving thruway activity a breeze, the four does everything the vast majority will ever require it to do. Yes, it could be somewhat smoother at high revs, however it works. 

On a par with it is however, once you've driven the V6, the four begins feeling a touch delicate in correlation. With all that anyone could need power for any circumstance you'll experience, drowsy and this motor aren't even on talking terms. Furthermore, the nine-speed programmed transmission offers it some assistance with returning not too bad efficiency.All in all, the new Chrysler 200 is light years better than the car it replaces. Handsome exterior styling, very pleasant interior treatments, and a broad range of equipment choices make the Chrysler 200 an especially good choice in the highly competitive mid-sized sedan category. This car genuinely deserves to be a sales success.

Of course, it does compete against the industry’s heaviest hitters (Accord and Camry), so the lovely new Chrysler has a pretty tough go ahead of it. Regardless, though, we’re definitely fans.

CHEAP HIGH TECH CARS FOR 2016

These day's You quite rightly expect luxury cars and entry-level luxury cars to deliver a certain tech quotient these days. smartphone integration , Smart cruise control, pavilion initially screamed pure testosterone 2016 models of todays.  . smartphone integration , Smart cruise control, ,and other propelled driver help capacities are veritable pillars of the bleeding edge spendy models today. However, since you expect it, how noteworthy is it truly? What's really amazing is the point at which you can discover these sorts of components in models valued in the $20,000 territory or less. Yes, they're normally highlighted as choices no doubt; however some genuinely reasonable models are likewise offering elements like these included inside of the base cost. Here's a determination of a percentage of the best shabby cutting edge cars for 2016.                                                                                                                                                                                                                                         For the younger buyers Chevy’s trying to lure into the Sonic grew up with mobile devices, so the logic goes they’re looking for a certain tech quotient in their cars too. To this end, Chevrolet has fitted the wholly inexpensive Sonic in a manner to ensure it is numbered among the best cheap high tech cars for 2016. Sonic’s tech kit includes GM’s MyLink touchscreen interface with voice activation. This package brings features such as Siri EyesFree for iPhone users, as well as navigation via the affordable BringGo app (though frankly, tech savvy Sonic buyers will likely rely upon the nav app in their phones and transmit instructions into the audio system over Bluetooth). MyLink also brings Pandora, TuneIn and Stitcher. WiFi is there too, using AT&T’s 4G LTE. Pricing starts at $14,345. An all-new Chevrolet Malibu is being introduced for the 2016 model year. Now here, we hasten to add when we say the new Chevy Malibu is one of the best cheap high tech cars for 2016, we mean cheap as in affordable. Among the tech offerings are a rear view camera and monitor, pedestrian warning, lane keep assist, blind spot and rear cross-traffic sensors, parking sensors, and smart cruise control.                                                                                                                                                                                                                                                                                                                                                                 All new tec 2016 Malibu also offers 4G LTE WiFi, and a Teen Driver system that gives parents the capability of setting a maximum speed, limiting the volume of the audio system, and locking out the safety system defeats. It also keeps track of distance and speed. The new Malibu also features a wireless charging pad for mobile devices and USB ports for rear passengers. Pricing starts at $22,500. All newsest 2016 Ford Focus’ eight-inch touchscreen hosts the Sync 3 telematics system alongside route, Sirius XM Traffic, and Travel Link administrations. It likewise perceives Smartphone signals like swipe and unpinch to zoom. Remote begin, self-stopping, back cross movement ready, path takeoff ready, keyless passage and ignition, voice initiation, and an EV adaptation are likewise advertised. Portage's My Key ststems lets proprietors set up geo-fencing to educate them if the auto goes outside a pre-set sweep, send a caution if a pre-chosen top pace is surpassed, and build up other constraining parameters for the auto's operation. Estimating begins at $17,220. In addition to being the most commodious car in its class (and believe us, it takes a lot of high tech finagling to make it happen), like its CR-V sibling, the Honda Fit is a cheap car with an abundance of high-tech features. These include a seven-inch touchscreen interface with swipe and pinch functionalities, the HondaLink smartphone integration system, Bluetooth, Pandora Internet radio, Siri EyesFree, Honda’s LaneWatch, and an HDMI input. There is also a battery electric version of the Fit on offer. Pricing starts at $15,790.                                                                                                                                                                                                                                                                                                                                                                                           All-new for the 2016 model year, the Scion iA comes fully loaded—period. There are precious few optional features for the car, one of which is navigation, which you shall soon see it really doesn’t need. Making the Scion one of the best cheap high tech cars for 2016 is keyless entry and push-button start, cruise control, low-speed forward collision mitigation with automatic braking, a rearview camera, Bluetooth telephony and audio streaming, a seven-inch touchscreen with a dial controller, Internet streaming radio and voice recognition. With Bluetooth audio streaming, you can use your smartphone’s navigation application and have the instructions read aloud to you through the Scion’s audio system. Pricing starts at $15,700. With such a large number of new models in the Scion lineup, you may neglect the revered Scion tC roadster. This would be an error.                                                                                                                                                                                                   The energetic little Scion two-entryway effortlessly positions among the best modest innovative autos for 2016. Standard components incorporate Bluetooth, an iPod USB interface, and Scion's BeSpoke touchscreen sound framework. Key elements incorporate route with turn-by-turn guidelines and voice data for locations. The tC's BeSpoke framework additionally underpins media and phone orders.It also delivers personalized music channels and social media updates, plus location based services for restaurants, coffee houses, hotels, and weather information. Pricing starts at $19,385.

2016 MAZDA MX-5

The popular Mazda Miata has received several aftermarket upgrades throughout its life time, The prevalent Mazda Miata has gotten a few reseller's exchange updates for the duration of its life time, yet not very many organizations can boast about having pumped more power into the Japanese roadster. One such firm is Britain's BBR, which in 2015 praised 25 years of MX-5 redesigns. Also, it did as such by discharging three separate upgrades for the fourth-era ND model. 

It's been about a year since BBR uncovered a 200-torque MX-5, and the British tuning organization is at long last tolerating requests for its fresh out of the plastic new bundles. Like previously, BBR won't intrude with the roadster all around, yet its updates will surrender the motor to 190 strength to send to the back wheels. The bundles upgrade both the 1.5-and 2.0-liter motors accessible in Europe, while different suspension choices keep the uprated sports auto on its best conduct on both the street and the track. 

All redesigns keep the motor actually suctioned, yet in the event that past BBR-tuned Miatas are any sign, a turbocharged model ought to likewise be in progress. Until that happens, how about we have a more intensive take a gander at the system that will probably make numerous ND-era MX-5 owners very happy. Unlike most car tuners, BBR doesn’t meddle with the Miata’s exterior, leaving every body panel and bumper just like it came from the factory. The only why to customize your BBR-modified MX-5 is to opt for one of the firm’s Performance Wheel and Tire packages, which includes a "full range of lightweight alloy wheels and tires." One combo adds OZ rims and Goodyear F1 tires to the roadster, but for more bundles you’ll need to contact BBR yourself.

Although the demonstrator car shown here features black "25 Years of MX-5 Tuning" decals on the doors and engine hood, BBR doesn’t say whether they can be purchased or not. My guess is they’re only for promotional purposes, but it would have been nice to be able to further customize the car with racing stripes.While the exterior can be optioned up with a new set of wheels, the interior doesn’t benefit from any features outside what you get from the dealership. That shouldn’t be an issue given that the MX-5 just received a brand-new interior, but BBR should seriously consider designing a few cabin upgrades for those looking to customize it. This is the place the enchantment happens, as BBR's most recent updates can build the Miata's energy by up to 19 percent and torque by up to 16 percent. The British-based firm created redesigns for both drivetrains accessible in Europe — the 1.5-liter and 2.0-liter four-barrel. 

The section level bundle is the BBR Super 160, which includes 20 strength and 15 pound-feet of torque to the 1.5-liter SkyActive unit. With this pack, yield increments to 149 steeds and 126 pound-feet, accessible at 7,450 and 4,700 rpm, individually. 

Next up is the BBR Super 175, grew particularly for the 2.0-liter model. With this bundle, yield bounced from 158 strength and 148 pound-feet to 175 torque and 168 pound-feet of turn. The additional steeds kick in at 6,800 rpm. 

At long last, there's the BBR Super 190, which includes 30 steeds and 24 pound-feet to the 2.0-liter MX-5, taking the four-banger to 188 pull and 172 pound-feet of turn. The last redesign incorporates an icy air admission framework, an upgraded ventilation system, another high-stream, stainless steel fumes focus area with coordinated game impetus, and a stainless steel back silencer with movable twin BBR-marked tail funnels. The recent additionally gives a throatier fumes note. BBR claims that the Super 190 doesn't bargain driveability, as the most extreme torque lands at 3,550 rpm, nearly 1,400 revs lower than the stock motor. 

The tuner firm has yet to discharge execution figures, however the additional oomph ought to shave a couple of tenths off the 0-to-62 mph sprints. The 1.5-liter Miata's quickening ought to drop from 8.3 to 8.1 seconds, while the 2.0-liter model ought to hit the benchmark in 7.2 and 7.0 seconds, separately, down from 7.2ticks. 

Bundles aside, BBR likewise offers two additional choices. A lightweight game silencer shaves four kg (8.8 pounds) over the standard BBR silencer, while additionally upgrading the roadster's fumes note. There's additionally a stainless steel 4-1 complex for the Super 190 upgrade that adds two extra horses for a total power output of 190 horsepower. More power requires an updated suspension and BBR prepared upgrades in this department as well. The in-house-developed sports springs lower the car’s ride height by 30 mm (1.2 inches) and features a progressive rising rate design that’s said to deliver an optimal combination of comfort and dynamic excellence. BBR says that the new suspension also reduces the excessive roll the standard suspension may produce during spirited driving.

The second chassis upgrade option includes a set of high-performance front brake pads. Developed for both road and track use, the new pads deliver "superior outright retardation" compared to the standard units. Costs for the BBR update begin from £495 ($740). For this sum, you can purchase either the Super 160 or the Super 175. The sticker incorporates establishment and dyno testing at the company's central command. In the event that you'd like to introduce the redesign yourself, the bundle costs £595 (about $890) and it's supplied with programming and indicative programming. 

The Super 190 group is more costly at £1,995 (around $2,983), yet that is reasonable given it gives significantly all the more additional force. The do-it-without anyone else's help adaptation costs £1,795 (about $2,683). 

Moving over to the execution springs, they cost £495 ($740) introduced by BBR and £195 (around $291) as a DIY unit. The brake overhaul will cost you another £195 introduced and £150 (about $224) in a case. 

For the discretionary BBR silencer, the stainless steel complex for the Super 190, and the Performance Wheel and Tire bundles you'll need to contact the organization for additional data. 

With the standard MX-5 evaluated from £18,495 (around $27,646) in the U.K., the BBR-redesigned roadster will bring in the middle of £18,990 and £20,490 (about $28,390 to $30,632), contingent upon what bundle you buy. A completely prepared Super 190 will cost £21,180 (around $31,663) before the discretionary silencer and complex and the wheel/tire bundle, given everything is introduced by BBR. Unfortunately for U.S. enthusiasts, the BBR upgrades aren’t available Stateside. Granted, this BBR upgrade might not be very appealing to those looking for a modified exterior with their beefed-up Miatas however it ought to be all that anyone could need to fulfill MX-5 fans who grumble about Mazda not offering an all the more intense adaptation of the roadster. Up to 30 stallions won't not sound like much for a 300-torque sports auto, however it's a considerable amount for a lightweight roadster wrenches out 158 horses in its most capable trim. The Super 190 bundle specifically is very diverting, particularly to enable the fourth-era Miata to hit 62 mph in less than seven seconds with the right choices. For the present, BBR’s upgrade is arguably the best you can have without extensive modifications and voiding the car’s warranty.

RED BLOODED FERRARI F12tdf 2016

Upgrade the new Ferrari its latest red-blooded creation, Ferrari first ruined a perfectly good car. In transforming the sure-footed F12berlinetta grand tourer into the fast-and-loose, apex-hounding F12tdf, Ferrari engineers deconstructed the stability that’s inherent in the F12’s long wheelbase, its substantial weight, and its high polar moment of inertia relative to mid-engined cars. The front tires grew in width from 255 millimeters to 285 millimeters, an aggressive alignment boosted turn-in and lateral grip, and—with no change to the rear tire width—a fickle, oversteering monster was born. One Ferrari chassis engineer described the team’s work bluntly: “First, we screwed up the car.”

With the chassis suitably squirrelly, engineers applied the brand’s first use of rear-wheel steering to dial in just enough stability to make the car manageable and predictable. Ferrari calls the resulting package Passo Corto Virtuale, or virtual short wheelbase, and it shrinks the F12tdf’s 107.1-inch wheelbase and 3600-pound curb weight to Miata-like sensations. Okay, maybe the F12tdf doesn’t drive quite that small and nimble, but it more than compensates with the uncanny precision that $490,000 buys. The F12tdf worms its way into your psyche with delicate, light steering that is direct, immediate, and unforgiving. Spin the steering wheel too fast or too far and the rear responds just the same, rotating too fast or too far. Get it right, though, and the car darts where you look with the rear tires faithfully following the front end in a tight, tidy arc. It’s ironic that the steering feels like the most special of the F12tdf’s specialties, because while Ferrari massaged the F12’s engine, transmission, suspension, brakes, and aerodynamics for the F12tdf program, the hydraulically assisted steering system is the one component left unchanged.

The electric motors that steer the rear wheels at up to two degrees in either direction come from ZF, but Ferrari engineers performed all of the software calibration to ensure the system works in harmony with the electronically controlled limited-slip differential, the magnetorheological shocks, the traction control, and the stability control. As you click the steering-wheel-mounted manettino drive-mode selector from Sport mode to Race to CT Off (traction control off), the car’s agility swells. Neutral is the wrong word, though, because neutral implies a car that can be provoked to understeer as readily as it oversteers. The F12tdf’s front tires only plow when you do something truly stupid.

Modern rear-wheel-steering systems, including those in the big-dog Porsche 911s, typically countersteer relative to the front wheels at low speeds to improve agility and steer in the same direction for greater stability at elevated velocities. Ferrari claims its adaptation doesn’t need to countersteer the rear wheels; the natural behavior of the car is sufficiently agile. Instead, the Italians need only the enhanced stability to keep the tail from overtaking the front of the car in corners. 

Ferrari's virtual short wheelbase creates a kick-ass car in the real world.

To build its latest red-blooded creation, Ferrari first ruined a perfectly good car. In transforming the sure-footed F12berlinetta grand tourer into the fast-and-loose, apex-hounding F12tdf, Ferrari engineers deconstructed the stability that’s inherent in the F12’s long wheelbase, its substantial weight, and its high polar moment of inertia relative to mid-engined cars. The front tires grew in width from 255 millimeters to 285 millimeters, an aggressive alignment boosted turn-in and lateral grip, and—with no change to the rear tire width—a fickle, oversteering monster was born. One Ferrari chassis engineer described the team’s work bluntly: “First, we screwed up the car.”

With the skeleton suitably squirrelly, designers connected the brand's first utilization of back wheel directing to dial in simply enough soundness to make the auto reasonable and unsurprising. Ferrari calls the subsequent bundle Passo Corto Virtuale, or virtual short wheelbase, and it recoils the F12tdf's 107.1-inch wheelbase and 3600-pound check weight to Miata-like sensations. Alright, perhaps the F12tdf doesn't drive entirely that little and agile, yet it more than remunerates with the uncanny accuracy that $490,000 purchases. 

Virtual Short Wheelbase, Real-World Awesome 

The F12tdf worms its way into your mind with fragile, light guiding that is immediate, prompt, and unforgiving. Turn the directing wheel too quick or too far and the back reacts in any case, pivoting too quick or too far. Take care of business, however, and the auto darts where you look with the back tires steadfastly taking after the front end in a tight, clean curve. It's unexpected that the controlling feels like the most exceptional of the F12tdf's fortes, in light of the fact that while Ferrari rubbed the F12's motor, transmission, suspension, brakes, and optimal design for the F12tdf program, the hydraulically assisted steering system is the one component left unchanged.

The electric motors that steer the rear wheels at up to two degrees in either direction come from ZF, but Ferrari engineers performed all of the software calibration to ensure the system works in harmony with the electronically controlled limited-slip differential, the magnetorheological shocks, the traction control, and the stability control. As you click the steering-wheel-mounted manettino drive-mode selector from Sport mode to Race to CT Off (traction control off), the car’s agility swells. Neutral is the wrong word, though, because neutral implies a car that can be provoked to understeer as readily as it oversteers. The F12tdf’s front tires only plow when you do something truly stupid.

Modern rear-wheel-steering systems, including those in the big-dog Porsche 911s, typically countersteer relative to the front wheels at low speeds to improve agility and steer in the same direction for greater stability at elevated velocities. Ferrari claims its adaptation doesn’t need to countersteer the rear wheels; the natural behavior of the car is sufficiently agile. Instead, the Italians need only the enhanced stability to keep the tail from overtaking the front of the car in corners.

Ferrari’s previous track special, the aptly named 458 Speciale, can turn any driver into a hero with its beautiful balance and unflappable cool. That mid-engined car’s reactions will flatter you into believing your every move is a flawless execution of vehicle-dynamics theory. The F12tdf is far less forgiving. It demands more focus, more skill, and more respect. In return, it delivers honest fun that is both uncommon and uncanny in a car with this much power and this much grip. Think of it as a testament to just how alive and intoxicating the chassis is that it’s taken some 550 words to get around to the 6.3-liter V-12, because the drama of unleashing all 769 horsepower is man’s greatest tribute to the internal-combustion engine. At full throttle, it bellows like a thousand angelic trumpets ushering you into car-guy heaven as the revs wind up like a crotch rocket’s.

The F12tdf musters an additional 39 horsepower and 11 lb-ft of torque over the standard F12 with the help of a new air-filter box, revised intake plumbing, and a larger throttle body. Solid lifters replace hydraulic tappets. The resulting weight reduction allows Ferrari to add more valve lift to the intake-cam profile and to raise the rev limiter from 8700 rpm to 8900 rpm. Variable-length intake runners use telescoping trumpets within the intake plenum to shrink or stretch the runner length for optimized airflow. In the F12tdf, Ferrari uses just two distinct positions—short and long—but future cars may take advantage of the fact that the position of the trumpets is continuously variable between the boundary conditions.

Shorter gear ratios throughout the seven-speed dual-clutch automatic transaxle are augmented with quicker shift times. We project a 2.8-second blast to 60 mph on the way to a 10.8-second assault on the quarter-mile. The always-on nature of the big-displacement, naturally aspirated 12-cylinder engine demands a delicate right foot on corner exit, but the pedal obliges with long, linear travel. When it’s time to reverse thrust, a brake pedal with just as much fidelity activates a carbon-ceramic braking system borrowed from the LaFerrari hypercar. 

Ferrari's virtual short wheelbase creates a kick-ass car in the real world.

To build its latest red-blooded creation, Ferrari first ruined a perfectly good car. In transforming the sure-footed F12berlinetta grand tourer into the fast-and-loose, apex-hounding F12tdf, Ferrari engineers deconstructed the stability that’s inherent in the F12’s long wheelbase, its substantial weight, and its high polar moment of inertia relative to mid-engined cars. The front tires grew in width from 255 millimeters to 285 millimeters, an aggressive alignment boosted turn-in and lateral grip, and—with no change to the rear tire width—a fickle, oversteering monster was born. One Ferrari chassis engineer described the team’s work bluntly: “First, we screwed up the car.”

With the chassis suitably squirrelly, engineers applied the brand’s first use of rear-wheel steering to dial in just enough stability to make the car manageable and predictable. Ferrari calls the resulting package Passo Corto Virtuale, or virtual short wheelbase, and it shrinks the F12tdf’s 107.1-inch wheelbase and 3600-pound curb weight to Miata-like sensations. Okay, maybe the F12tdf doesn’t drive quite that small and nimble, but it more than compensates with the uncanny precision that $490,000 buys.

Virtual Short Wheelbase, Real-World Awesome

The F12tdf worms its way into your psyche with delicate, light steering that is direct, immediate, and unforgiving. Spin the steering wheel too fast or too far and the rear responds just the same, rotating too fast or too far. Get it right, though, and the car darts where you look with the rear tires faithfully following the front end in a tight, tidy arc. It’s ironic that the steering feels like the most special of the F12tdf’s specialties, because while Ferrari massaged the F12’s engine, transmission, suspension, brakes, and aerodynamics for the F12tdf program, the hydraulically assisted steering system is the one component left unchanged.

The electric motors that steer the rear wheels at up to two degrees in either direction come from ZF, but Ferrari engineers performed all of the software calibration to ensure the system works in harmony with the electronically controlled limited-slip differential, the magnetorheological shocks, the traction control, and the stability control. As you click the steering-wheel-mounted manettino drive-mode selector from Sport mode to Race to CT Off (traction control off), the car’s agility swells. Neutral is the wrong word, though, because neutral implies a car that can be provoked to understeer as readily as it oversteers. The F12tdf’s front tires only plow when you do something truly stupid.

Modern rear-wheel-steering systems, including those in the big-dog Porsche 911s, typically countersteer relative to the front wheels at low speeds to improve agility and steer in the same direction for greater stability at elevated velocities. Ferrari claims its adaptation doesn’t need to countersteer the rear wheels; the natural behavior of the car is sufficiently agile. Instead, the Italians need only the enhanced stability to keep the tail from overtaking the front of the car in corners.

Ferrari’s previous track special, the aptly named 458 Speciale, can turn any driver into a hero with its beautiful balance and unflappable cool. That mid-engined car’s reactions will flatter you into believing your every move is a flawless execution of vehicle-dynamics theory. The F12tdf is far less forgiving. It demands more focus, more skill, and more respect. In return, it delivers honest fun that is both uncommon and uncanny in a car with this much power and this much grip.Oh, Did We Mention the 769-hp V-12?

Think of it as a testament to just how alive and intoxicating the chassis is that it’s taken some 550 words to get around to the 6.3-liter V-12, because the drama of unleashing all 769 horsepower is man’s greatest tribute to the internal-combustion engine. At full throttle, it bellows like a thousand angelic trumpets ushering you into car-guy heaven as the revs wind up like a crotch rocket’s.

The F12tdf musters an additional 39 horsepower and 11 lb-ft of torque over the standard F12 with the help of a new air-filter box, revised intake plumbing, and a larger throttle body. Solid lifters replace hydraulic tappets. The resulting weight reduction allows Ferrari to add more valve lift to the intake-cam profile and to raise the rev limiter from 8700 rpm to 8900 rpm. Variable-length intake runners use telescoping trumpets within the intake plenum to shrink or stretch the runner length for optimized airflow. In the F12tdf, Ferrari uses just two distinct positions—short and long—but future cars may take advantage of the fact that the position of the trumpets is continuously variable between the boundary conditions.

Shorter gear ratios throughout the seven-speed dual-clutch automatic transaxle are augmented with quicker shift times. We project a 2.8-second blast to 60 mph on the way to a 10.8-second assault on the quarter-mile. The always-on nature of the big-displacement, naturally aspirated 12-cylinder engine demands a delicate right foot on corner exit, but the pedal obliges with long, linear travel. When it’s time to reverse thrust, a brake pedal with just as much fidelity activates a carbon-ceramic braking system borrowed from the LaFerrari hypercar.

Ferrari plans the F12tdf to be an auto that proprietors will drive to the track, at the track, and back home from the track. Yet, in preparing the F12 for standard track benefit, the suspension has lost some suppleness. Indeed, even with the dampers set to their more consistent mode, the F12tdf skims over mounds in the street like a skipped rock. In city driving, the F1 double grip transmission isn't as smooth as Porsche's or McLaren's gearboxes, especially in off-throttle downshifts. By and large, however, the F12tdf remains an enlightened street auto. While lighter microsuede replaces cowhide and covers have been evacuated through and through, Ferrari still fits a radio, route, and aerating and cooling. 

Ferrari stripped an aggregate of 243 pounds from the F12. A piece of that weight originates from decreasing the measure of glass on the auto by decreasing the back window and contracting the back quarter windows until the straightforward area is no bigger than an iPhone. Carbon fiber is currently utilized for the entryway skins all around, in addition to the front and back sashes. Keeping in mind whatever is left of the body boards are still aluminum, the rooftop and the A-columns are the main pieces that continue from the F12. The flock of plunge planes, spats, and spoilers build downforce to more than 500 pounds at 124 mph. While they're included for utilitarian purposes, the cooling and streamlined changes additionally make something outwardly striking. The noble louvered bumpers swelling around the back tires are both a respect to excellent Ferraris and an animalistic proposal of what the auto is prepared to do. Ferrari may have made one stride in reverse to begin take a shot at the F12tdf, however its completed item is miles in front of the F12 in driving excitement.   

F TYPE JAGUAR COUPE 2016

Al new  2016 Jaguar F-TYPE Coupe is still relatively new in the premium sports car scene, but it has received a few upgrades for this model year to further cement its position as a strong contender and well worth putting on the “must drive” list.It does all that it must: it's classy, quick, flexible and rich, in addition to it has that elusive and slippery attractive quality variable. Passage into the F-Type possession club requires in any least $65,995. This may appear to be unordinary, however the F-Type can now be purchased with a six-speed manual transmission in back drive/V6 engine pretense. Clearly, there was adequate client interest, even in North America. All-wheel drive is additionally accessible surprisingly. It's discretionary in S models and standard in the R.                                                                                                                                                                                                                                                  Let’s be biased for a second: it’s gorgeous. There’s an elegance to the curves worthy of the name, but it doesn’t look like a pastiche, where old-school Jaguar design cues are re-hashed. The F-Type manages to come across as modern while still mindful of the marque’s heritage. This is how a sports car should look. We’re discussing the coupe here, but the convertible model is just as harmonious. It’s obvious that plenty of time and talent has gone into how the F-Type looks.Activate the ignition with the start/stop button and the central air vents rise up from the dashboard, as if anyone needed reminding that driving an F-Type is always a grand occasion. It feels like a cockpit inside, with a chunky, smallish steering wheel and a gearshift lever placed in exactly the right spot. If anyone does buy the manual version, they’ll find the pedals to be ideally situated for heel-and-toe action (matching engine speed to road speed on downshifts).

F-Type “trims” are defined by what’s going on under that long, elegant nose. There’s a “regular” model with a V6, a boosted V6 in S trim, and a high-performance V8 in R trim. In Jaguar-speak, anything with an R suffix is similar to BMW’s M cars, with beefier brakes and re-calibrated suspensions.

Even the least expensive model still has a high-end Meridian surround-sound audio system as standard, along with 14-way power-adjustable seats and a panoramic glass roof. A configurable dynamics mode feature is now standard in S models, allowing the driver to set suspension, throttle response, gear shift and stability control parameters.                                                                       There’s only seating for two, but as long as the occupants like sitting low, they’ll be happy enough to be cosseted by fine leather, plush cushioning and subtle support. They’re definitely seats that you sit in, rather than on.

No one buys a sports car for its trunk space, but the F-Type coupe’s 14 cubic feet can easily accommodate a long weekend’s luggage for two. And there’s an optional power open/close trunk lid    Neither the National Highway Traffic Safety Administration  nor the Insurance Institute for Highway Safety have crash-tested the F-Type yet. But naturally it has anti-lock brakes (with electronic brake force distribution and emergency braking assist), traction and stability control all as standard. Blind spot monitoring is also available, while the all-wheel drive system can make things even more sure-footed.                                                                                                                                          The “entry level” F-Type starts with a 340-hp supercharged 3.0-liter V6. That same engine is boosted to 380 hp in the S. And at the top of the range is the barely civilized (in a good way) 550-hp supercharged 5.0-liter V8.

In the same order, fuel economy is rated at 19 mpg city, 28 mpg highway and 22 mpg combined (automatic transmission) and 16/24/19 (manual), then 19/27/22 (rear-drive S) and 18/26/21 (all-wheel-drive S). 

The automatic transmission in all models is an eight-speed with steering wheel-mounted paddle shifters. In auto or manual mode, the shifts are super-fast; when left to its own devices, gear changes are barely perceptible.                                                                                                                    espite the fact that the supercharged V8 is astoundingly quick (zero to 60 mph in 3.8 seconds) and brilliantly vocal, the F-Type isn't just about straight-line speed. With that excellent front motor/back wheel drive format, there's a parity and accuracy to the case that could influence somebody considering a Porsche 911 — it's that great. Indeed, even the all-wheel drive framework tends to support the back wheels under typical conditions. What may wrap everything up is that the F-Type holds enough solace to adapt to harsh surfaces and repetitive city driving. Try not to think rushes are the sole save of the R, however. Both the "normal" and the S models still have adequate muscle to fulfill most drivers. Looks, vicinity, velocity, clamor, balance, richness. Aluminum body means light weight, which is useful for execution and fuel utilization. Not that the convertible rendition experiences body flex or is any less sheltered, however most lover drivers will dependably favor a metal rooftop for a definitive in unbending nature. 

Requires limitation, or speeding tickets will be an unavoidable truth. Pumas haven't generally been super-solid before, however they're enhancing extensively. Carbon fired brakes on the R are a costly choice at $10,000 work truly well.