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<keyword id="19906967" type="General" weightage="100" keywordseo="Tata-Motors" source="keywords" meta.keywordsubtype="org" meta.entityname="Tata Motors" meta.hostid="261" meta.entityid="Tata Motors">Tata Motors</keyword> is looking to consolidate its position in the <keyword id="20027167" type="General" weightage="20" keywordseo="SUV" source="keywords">SUV</keyword> segment as it marks its entry into the highly competitive mid-size space which is currently dominated by South Korean and Japanese carmakers. The Mumbai-based auto major on Monday launched a midsize SUV coupe <keyword id="20400827" type="General" weightage="20" keywordseo="Curvv" source="keywords">Curvv</keyword> with petrol and diesel powertrains with a price starting at Rs 9.99 lakh. <br /><br /> The company has already unveiled the electric version of the model in August. The model would be competing with the likes of <keyword id="2883300" type="General" weightage="20" keywordseo="Hyundai-Creta" source="Orion">Hyundai Creta</keyword>, <keyword id="7720018" type="General" weightage="20" keywordseo="Kia-Seltos" source="Orion">Kia Seltos</keyword>, Maruti Suzuki Grand Vitara, Toyota Urban Cruiser Hyryder, and Honda Elevate, among others. <br /><br /> "Curvv is being positioned in the fast-growing, mid-size SUV segment, which is roughly 16% of the whole industry (passenger vehicle) size. If translated into numbers, it would be like 7 lakh units a year," Tata Motors Passenger Vehicle MD Shailesh Chandra told PTI in an interaction. <br /><br /> The segment is very competitive with various brands having a product already in the market, he noted. Therefore, if one enters this segment so late, then it will have to think of coming up with a slightly differentiated approach, Chandra said. <br /><br /> "And that was the thinking behind Curvv, which comes with an SUV coupe body style. We saw that this was gaining popularity globally, especially in the premium or luxury segment," he added. <br /><br /> Further, he said: "So we thought, why don't we bring this into the crowded segment as a fresh, refreshing kind of a body style." When asked about sales expectations from the model, Chandra said: "We have come with this model, with the best in class features. It's a differentiated product in this and therefore we think it is going to perform well." <br /><br /> He noted that Tata Motors currently has a market share of around 19% in the SUV segment and expects the new model to help it grow further. "We'll gain from where we are. The market leader in SUVs would be, say, 21-22 %, so it's a crowded segment. It's not that one player is holding the roost here. <br /><br /> "All the top 3-4 players in SUVs are around the same market share figure," Chandra said. He noted that the company is also looking to enhance its dealer network by around 10-15 % in the next one year. <br /><br /> "We have a very aggressive plan of expanding dealerships. We will need to have an enhanced network. We will have to make them bigger, also in size. And therefore, for EVs, we have started separation of the outlets. So there will be expansion in touchpoints, not only on the sales side, but big time on the service side as well," Chandra said. <br /><br /> <keyword id="20400828" type="General" weightage="20" keywordseo="tata-curvv" source="keywords">Tata Curvv</keyword> comes with two petrol and a diesel engine option. "The introduction of the Curvv further enhances our SUV portfolio as a comprehensive mid-SUV product with multiple powertrains, several first-in-segment features, a brand new capable architecture - ATLAS and Level 2 ADAS," Chandra said. <br /><br /> Besides Curvv, Tata Motors sells models like Punch, Nexon, Harrier and Safari in the domestic market.

Tata Motors eyes gains in SUV space as it drives in its Curvv

<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>Tesla</span></p><p class="caption">Tesla CEO Elon Musk.</p></div><p></p></div></div></p><ul class="summary-list"><li>Partnerships and mergers are developing throughout the global auto industry.</li><li><a href="https://www.businessinsider.com/category/tesla">Tesla</a> is the odd man out in this trend.</li><li>At one time, a tie-up with <a href="https://markets.businessinsider.com/stocks/tsla-stock">Tesla</a> might have made sense, but Tesla now wouldn't bring much to a deal.</li><li>It looks like Tesla is now going to have to go it alone.</li><li><a href="https://www.businessinsider.com/?hprecirc-bullet">Visit Business Insider's homepage for more stories</a>.</li></ul><p> </p><p>Last week, <a href="https://www.businessinsider.com/fiat-chrysler-renault-deal-globalism-colliding-with-populism-2019-5">Fiat Chrysler Automobiles and Renault announced a plan to merge</a>. If it goes through, the combination would create the world's third-largest automaker, behind Volkswagen and Toyota, and just ahead of General Motors.</p><p>Other carmakers are partnering left and right. The alliance of which Renault currently belongs includes Nissan and last year added Mitsubishi. Ford has joined with Volkswagen. For its part, GM and Honda are co-investors in GM's Cruiser self-driving startup. Mercedes-Benz and BMW want to co-fund an autonomous electric-vehicle platform.</p><p>Tesla, meanwhile, has the market cap of a major car company - some $35 billion even after shares were hammered down through the first half of 2019 - and appears to want to work with no one.</p><p>Tesla is going it alone.</p><p><em><strong>Read more:</strong> <a href="https://www.businessinsider.com/why-no-tech-company-would-buy-tesla-2019-5" data-analytics-position="2">Nobody is going to buy Tesla - the company is on its own</a></em></p><p>In the past, Tesla saw investment from Toyota and Mercedes parent Daimler (since ended, rather lucratively for both), but for the past few years, the company has funded its growth by selling more of its own stock or by issuing debt. Access to equity markets is an advantage that Tesla has over competitors, as most of them aren't able to use Wall Street as an ATM. So don't begrudge Tesla that capital-raising option, which it would be foolish to avoid. </p><p>The big auto equivalent is to buy startups, as GM did with Cruise in 2016 for $1 billion all-in, and then to court outside investment. Follow-on stakes from the SoftBank Vision Fund and Honda have boosted Cruise's valuation to almost $20 billion - close to half of GM's market cap.</p><h2>The time has passed for Tesla to partner</h2><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>Associated Press</span></p><p class="caption">Renault Chairman Jean-Dominique Senard, left, is pursuing a merger with FCA.</p></div><p></p></div></div></p><p>Don't look for Tesla to make any big purchases, and don't expect the company to join forces with anyone to lower its costs or assist in improving what has been a pretty woeful history of vehicle launches and manufacturing ramp-ups. In fact, don't look for Tesla to get any help from anybody. The time has passed.</p><p>That's not because Tesla is a true competitor; the EV market remains tiny, disappointing, and expensive to participate in, so most automakers are still testing the waters. Tesla is beginning to threaten traditional gas-powered luxury car sales, but until CEO Elon Musk and his team can do that for years and years, the BMWs and Porsches of the world are unlikely to panic.</p><p>Tesla's strategy of going it alone is actually a consequence of the company having little to offer a partner. Electric cars might still seem novel, but they've been around in one form or another for a century. Tesla made them cool and has been rewarded with upwards of 250,000 in sales in 2018 and at times a market cap of more than $50 billion. But the technology is nothing remarkable: batteries and electric motors. Tesla has provided some innovations, but nothing spectacular; its value has come from packaging - its cars are well-designed and beloved by owners.</p><p>Tesla isn't unique. It's a car company, and we already have dozens of those. That's why Tesla's stock is being so dramatically repriced; the markets have figured out what they're dealing with. </p><h2>What costs could Tesla save a partner?</h2><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>GM Cruise</span></p><p class="caption">GM's Cruise investment is now worth $20 billion.</p></div><p></p></div></div></p><p>Carmakers merge or partner mainly to reduce costs. The business is highly capital-intensive and cyclical, so auto companies are always balancing investment in new stuff with the need to hoard cash in the event of a sales downturn.</p><p>It isn't easy to see how merging or partnering with Tesla (the former unlikely given Tesla's elevated valuation) would lead to a cost reduction at any level. Tesla has only about $5 billion in cash, and it has lost money every quarter save three in its decade-and-a-half existence. </p><p>Tesla has also served as a frontrunner for risk in the electric-vehicle space, as it has spent billions to establish a market - billions that other carmakers haven't had to spend. They can now jump in. But they're certainly prefer that an independent Tesla sustain much of the ongoing risk. </p><p>So Musk isn't going to get a partner, and he isn't going to merge Tesla with anybody. Best case, an established automaker that's behind the curve a bit, but that has a strong balance sheet (Toyota leaps to mind) takes a stake in Tesla.</p><p>Partnerships and mergers are a trend now in the car business, but that's not the only trend Tesla is missing out on. The company has also benefited only marginally from four consecutive years of record vehicle sales in the US. That's starting to change, as Tesla builds and sells significantly more cars. But it was perhaps too slow to develop new vehicles and get them to market.</p><p>None of this means Tesla is in some kind of crazy trouble. It simply means that the first new American car brand to be successfully established in decades is now going to stand or fall on its own merits.</p><p class="tagline">Get the latest Tesla stock price<a href="http://markets.businessinsider.com/stock/TSLA-Quote"> <strong>here.</strong></a></p>    <div class="margin-top">        <h3>NOW WATCH: <a href="https://www.businessinsider.com/elon-musk-jeff-bezos-feud-rivals-spacex-blue-origin-2019-5">Why Elon Musk and Jeff Bezos are in an epic feud that's lasted years</a></h3>        <div>                    </div>    </div>

Tesla is going it alone while other carmakers are partnering and merging - here's why Elon Musk doesn't have a choice

<ul class="summary-list"><li>The <keyword id="7086137" type="UNKNOWN" weightage="60" keywordseo="jeep-gladiator">Jeep Gladiator</keyword> is a Wrangler-based pickup truck, which starts at $33,545 and has seven trim options. The most expensive version starts at $51,745.</li><li>Every trim features a Pentastar V6 with 285 horsepower and 260 pound-feet of torque, and most feature the choice of either a six-speed manual or an eight-speed automatic transmission.</li><li>The Gladiator is really great at off-roading and hauling, but it's not the best highway cruiser.</li><li>My loaner came out to a total MSRP of $62,020.</li></ul><p>When the nice media fleet people kindly dropped the 2020 <keyword id="161559" type="COMPANY" weightage="60" keywordseo="jeep">Jeep</keyword> Gladiator off in front of my Brooklyn apartment, I had to laugh. Contrasted sharply against the gray concrete and the similarly gray cars typically parked here, the orange Jeep was garish, lurid, and rude. A punchline straight to the eyes.</p><p>But it wasn't just the color. There was presence. The Gladiator stands tall; it has beefy, all-terrain tires. Swaths of blocky, black trim. Squared-off fenders that stick out inches from the body. A design composed of straight lines and right angles.</p><p><div type="image" title="2020 Jeep Gladiator Rubicon107" height="1333" width="2000" msid="76323132" hostid="261"></div>The good news is that the Jeep Gladiator's look will likely age well; straight lines and 90-degree angles don't exactly go out of fashion.</p><h2>The 2020 Jeep Gladiator: Jeep went wild on the optional features </h2><p>The Gladiator is Jeep's take on the highly lucrative midsize pickup truck market. Designed to compete against the likes of the Honda Ridgeline, Chevrolet Colorado, GMC Canyon, Nissan Frontier, Ford Ranger, and Toyota Tacoma, the Gladiator offers four-wheel drive, a five-foot bed, off-roading prowess, and Jeepish looks. </p><p>In fact, if you were to eye it straight in the familiar seven-slot grille-face, you wouldn't be able to tell there's a pickup bed attached back there at all. From the side, too, its front half is a Jeep Wrangler. Its back half is a rectangle. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon96" height="3000" width="2000" msid="76323134" hostid="261"></div></p><p>Jeep offers <a href="https://www.jeep.com/bmo.gladiator.2020.html#/models/2020/gladiator?app=bmo&amp;vehicle=gladiator&amp;year=2020ear=2020">seven trims</a> for the 2020 Gladiator. The cheapest is the Sport, which starts at $33,545. The most expensive is the High Altitude, which starts at $51,745. For the purpose of my review, Jeep loaned me the Gladiator Rubicon — tied for the second most expensive in the lineup.</p><p><div type="image" title="Jeep Gladiator trims" height="769" width="1400" msid="76323138" hostid="261"></div></p><p>Rubicon Gladiators come with trimmings like an available forward-facing off-road camera, LED headlights and fog lights, protective cab and cargo-bed rock rails, two-piece body-color fender flares with black insert, 33-inch tires as standard, and a fancy Rock-Trac 4x4 system, good for scaling over obstacles while traversing off road. </p><p>My loaner was also outfitted with seemingly all of these options: leather-trimmed bucket seats ($1,495), a premium audio system ($1,695), a roll-up <a href="https://shop.advanceautoparts.com/r/advice/car-truck-mods/tonneau-cover">tonneau cover</a> ($595), adaptive cruise control ($795), an eight-speed automatic 850RE transmission ($2,000), a body-color three-piece hardtop ($2,295), a winch-capable steel front bumper ($795), 17-inch polished black aluminum wheels ($995), and the forward-facing trail camera ($595).</p><p><div type="image" title="2020 Jeep Gladiator Rubicon88" height="1333" width="2000" msid="76323140" hostid="261"></div></p><p>In all, the total price of the vehicle came to a whopping $62,020. </p><p>Show me the person who would realistically option their Gladiator in such a fashion, because I cannot imagine them. $62,000 is a lot of money for a midsize pickup! The options Jeep gave its press car were appreciated, but they didn't really add or detract from the truck's primary job, which is being a truck.</p><h2>Details and safety ratings: Built for off-roading, but not for fuel economy</h2><p>Powered by a 3.6-liter Pentastar V6 engine, the Gladiator makes a claimed 285 horsepower and 260 pound-feet of torque. A six-speed manual comes standard, but an eight-speed automatic is optional.</p><p><div type="image" title="2020 Jeep Gladiator Rubicon99" height="1333" width="2000" msid="76323144" hostid="261"></div></p><p>The engine is designed to produce low-range torque — meaning that it's best-suited for low speeds and doing low-speed things, such as off-roading, driving during harsh conditions, hauling cargo, or towing something. </p><p>The Gladiator is based on the same platform as the current Wrangler and utilizes a body-on-frame design: the vehicle's frame and body are two different pieces. True, it means the Gladiator is perhaps heavier and less fuel-efficient than something with a unibody construction — where frame and body are combined into one piece. </p><p>But it also means that the Gladiator was designed from the ground up as something intended for off-roading and transporting heavy loads. Body-on-frame vehicles are generally cheaper to build, too.</p><p><div type="image" title="2020 Jeep Gladiator Rubicon93" height="1333" width="2000" msid="76323148" hostid="261"></div></p><p>Rubicon-trim Gladiators also wear a Jeep Trail Rated badge, which means that they have added ground clearance, big tires, 30 inches of water fording ability, and up to 7,650 pounds of towing capacity. </p><p>Although the National Highway Traffic Safety Administration has not yet given the 2020 Gladiator an overall safety rating, it did <a href="https://www.nhtsa.gov/vehicle/2020/JEEP/GLADIATOR/PU%25252FCC/4WD#safety-ratings-frontal" target="_blank" rel="noopener noreferrer">award the truck</a> four out of five stars for overall frontal crashworthiness. The front driver side earned four stars, while the front passenger side earned five stars. Side crash hasn't been rated, but rollover scored a mere three stars. The agency reported a 26.7% risk of rollover.</p><h2>What stands out: The thing is a god in its off-roading element</h2><p>Despite its fearsome and rugged looks, the Gladiator is actually a comfortable place to spend a few hours during long commutes. There's abundant room in the cabin for four passengers, and even the rear seats are roomy. Plenty of headroom and legroom. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon97" height="3000" width="2000" msid="76323152" hostid="261"></div></p><p>The bed, for us, hauled two suitcases, two backpacks, bags of groceries, electronics, a purse, a laundry hamper, and two large director's chairs. Jeep provided a tonneau cover and that came in very handy, as it kept all of our stuff dry. </p><p>Some light off-roading later, it was clear to me the big Jeep was in its element. Trundling up and down grassy knolls and through the woods, the Gladiator happily bumped, tilted, and thumped across the uneven terrain, always solidly planted. </p><p>The off-roading suspension drank in the turbulence — not so much soaking it up completely so that you, the driver, would be numb to it — but rather in a way that was pliable and inspired confidence. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon115" height="1333" width="2000" msid="76323155" hostid="261"></div></p><p>Driving the truck across this sort of environment was akin to sitting astride a very sure-footed, four-legged animal. Sure, I wouldn't recommend doing it with an open mug of coffee in your hand, but all four wheels consistently felt they were working together, cohesively, under me. </p><p>That feeling was a direct result of the truck's four-wheel drive and locking differentials — which allows both wheels on an axle to travel at the same speed so when one wheel loses traction, both keep spinning and hopefully will pull you out of the low-traction situation.</p><p>The 11.1 inches of ground clearance also meant that the Gladiator could crawl over a great number of things in its way. The trunk of a fallen birch tree, for example, would have torn off the front bumper of (and caused significant damage to) your average crossover or SUV, but the truck stepped right over the obstacle and thought nothing of it. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon109" height="3000" width="2000" msid="76323160" hostid="261"></div></p><h2>What falls short: Not a happy highway camper </h2><p>The saying, "jack of all trades, master of none" unfortunately rings extremely true here. As stoked as the Gladiator clearly is while splashing about in muck or sand, it doesn't do the highway cruising with nearly as much gumption. </p><p>Don't get me wrong; the Gladiator is a very fine around-town commuter, great for running errands. You sit high and can easily see around and over other cars — a very big deal for a short person such as myself. </p><p>But once you hit the highway, that confidence and sure-footedness from the low-speed off-roading all but evaporates. The bouncy suspension, so well optimized for uncivilized terrain, feeds some unwelcome wobbliness into the cabin. The big, all-terrain tires hum loudly at high speed. </p><p><div type="image" title="Jeep Gladiator4" height="1333" width="2000" msid="76323163" hostid="261"></div></p><p>The Jeep also didn't like maintaining highway speeds. Other cars merely require periodic throttle inputs to keep up consistent speeds of about 65 mph or so; pretty effortless and thoughtless stuff. The Gladiator felt as though it was constantly driving through molasses that kept dragging its speed down. Eventually, I gave up trying to hold to a constant speed by myself and instead switched on the cruise control. </p><p>And thanks to the approximate aerodynamics of a brick, I observed the Gladiator to return an average of 19.2 mpg during the course of my loan, which included city driving, highway driving, and around-town errand running. On the truck's window sticker, the EPA gives the Gladiator a fuel economy and greenhouse-gas rating of three out of 10. </p><p>Hardware wise, I do wish the wing mirrors stuck out a bit further. The Gladiator is a long vehicle and it isn't always easy to see where it ends. It has thick C-pillars, which result in blind spots during over-the-shoulder glances. Wing mirrors with a wider field of view would have been helpful there. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon142" height="1333" width="2000" msid="76323167" hostid="261"></div></p><h2><strong>How the Gladiator compares to its competitors: A bit more expensive, and a bit more uncouth </strong></h2><p>Compared to other midsize <keyword id="47193" type="ENTERTAINMENT" weightage="60" keywordseo="trucks">trucks</keyword> available to US buyers, the Gladiator's base price is high. If your sole buying criteria is for a midsize truck, then the Ford Ranger would be a fine thing to bring home. The Ranger starts at $24,410, and its 4WD version gets an EPA-estimated 20 mpg in the city and 24 mpg on the highway. The Gladiator with the automatic transmission gets an EPA-estimated 17 mpg in the city and 22 mpg on the highway.</p><p>Certainly, other trucks are likely more comfortable and civilized than the rather uncouth Gladiator. That's the new truck trend these days: SUV-like quality and comfort, but with a bed for all your stuff. </p><p>But if you want a truck where you can pull its doors off, a truck that revels in getting muddy from playtime and going where there are no roads, the Gladiator is for you. It'll do the suburban life just fine, but you can tell its heart is elsewhere.</p><p><div type="image" title="Jeep Gladiator2" height="1333" width="2000" msid="76323171" hostid="261"></div></p><h2><strong>Our impressions: Maybe if I didn't live in Brooklyn</strong></h2><p>Perhaps this is a uniquely Me Problem, but I actually felt too short for the Gladiator. At five-foot-three, I was disappointed by the truck's lack of running boards (don't worry, you can get them as an option). It took several days for me to get used to the massive step up I had to take to climb into the cabin. Twice, while exiting backward, I misjudged the distance from the truck to the ground and nearly fell out of it.</p><p>Thankfully, the Jeep has handles at the A- and B-pillars that passengers can use to pull themselves up, but this crutch falls apart when you approach the truck with items in both hands, such as a phone, car keys, and a beverage. Even if you manage to open the door with one finger, you'll still need to first reach into the truck to put everything down before grabbing the handle to hoist yourself in. It's an extra step. </p><p>The lofty ground clearance — so great for fallen trees and the like! — also means that the bed is quite high up. Maybe you're tall enough that you can just reach in from the side to retrieve your items. To that end, I am ecstatic for you.<em> I</em> had to physically climb into the bed and push everything toward the tailgate before I could remove it. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon129" height="1333" width="2000" msid="76323174" hostid="261"></div></p><p>Despite these small inconveniences, though, I liked the Gladiator. I appreciate its existence. I respect its off-road capabilities and how stable it always felt. If I lived in the desert, preferably somewhere in the American Southwest, I'd definitely consider one. But as it currently stands, I live in Brooklyn, and in Brooklyn, the Jeep pickup truck simply feels too big to be allowed. </p><p>That being said, I have a hard time figuring out who the Gladiator is actually for. You'd think, given the popularity of midsize trucks, they would sell more quickly than Jeep could make them. It certainly seems like the automaker was betting on this very thing to happen. But it didn't.</p><p>The Gladiator went on sale during the second half of 2019. Yet, the Compass, Wrangler, Cherokee, Grand Cherokee, and even the Renegade <a href="https://www.prnewswire.com/news-releases/fca-us-reports-fourth-quarter-and-full-year-2019-sales-300980866.html">sold better than it did in Q4</a>. I remember automotive readers being <em>very excited</em> about the Gladiator. But it doesn't seem like many people bought them.</p><p><div type="image" title="2020 Jeep Gladiator Rubicon86" height="3000" width="2000" msid="76323177" hostid="261"></div></p><p>Perhaps it's because the Gladiator markets itself a little bit too much to the niche truck buyer. The higher price tag certainly suggests that. This truck appeals to the buyer who probably wouldn't use their Gladiator as a work tool, but rather as a recreational vehicle. A playtime buggy. A toy. </p><p>Look no further than <a href="https://media.fcanorthamerica.com/image-gallery.do?method=view&amp;imageGalleryId=1027&amp;mid=1015mid=1015">Jeep's own press images of the truck</a>, which feature it prominently at play (or doing play-adjacent activities): fording creeks, going to the beach, rock crawling, hauling a boat, and transporting kayaks and dirt bikes. This is the truck you load up with camping equipment to get to that far-out campsite that's inaccessible to everything except lifted Jeeps and donkeys. </p><p>It's not a bad territory to occupy, even if a little niche. </p><p><div type="image" title="2020 Jeep Gladiator Rubicon102" height="1333" width="2000" msid="76323179" hostid="261"></div></p>

REVIEW: The Jeep Gladiator pickup truck is a monster off road, but might be too beastly for its own good on the highway

<p>People are getting fat. The exact statistics are disputed, but around 35% of Americans and 25% of British people are now obese. </p>
<p><span style="line-height: 1.5em;">With all this excess body fat hanging around, those of larger proportions have certain priorities when purchasing a new car. Road handling and fuel economy are all well and good, but fitting inside is more important. </span><span style="line-height: 1.5em;">Fitting inside a car is not just a matter of comfort, it's also a safety issue. If the driver's breastbone is too close to the steering wheel, the risk of injury becomes much higher in the event a crash.</span></p>
<p>But while there's all sorts of things for a larger driver to consider, such as the adjust ability of the steering wheel, an automatic gearbox and the length and strength of the seatbelt, it's the size and shape of the seats that matter the most.</p>
<p>As a general rule, the bigger the car, the more comfortable a fat person will be. But while SUVs might seem like the best bet, there are plenty of midsize cars that are designed with a larger behind in mind. A flatter and wider front seat in a small family car is better suited to fat rolls than an SUV kitted out with bucket-style seats.</p>
<p>We have searched high and low for the cars that will best fit your obese frame and the obese frames of your family and friends. Here are our top picks.</p>
<h2>Toyota Land Cruiser</h2>
<p><span>If you're going to go big, do it properly. The Toyota Land Cruiser is not only indestructible, as fleets of UN-branded ones throughout the world will testify, they are also carnivorous inside. With 61.0 inches of front shoulder room and 59.8 inches of front hip room, the Japanese behemoth puts other SUVs to shame.</span><div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></p>
<h2>Audi A8</h2>
<p><span>If you want interior space, you want a luxury sedan, and if you want a luxury sedan, you want an Audi A8. It might not have the badge cachet of its Mercedes or BMW rivals, but the latest A8 is the ultimate way to travel in luxury. The unparalleled engineering doesn't stop with the driving mechanics, it continues into the cabin. If the 60.1 inches of hip room in the front aren't enough, you could hire a chauffeur and recline first class - airline style, in the back.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></p>
<h2>Chrysler 300</h2>
<p><span><span>The Chrysler 300 looks like the type of car that is used to deliver horse heads around town. The mafia look is enhanced if you avoid the temptation to install the Bentley style grill and stick with the chromed egg crate design. As well as looking mean, the Chrysler sports a very generous interior, with 59.5 inches of front shoulder room and 56.2 inches of front hip room it should have no problem swallowing your bulk.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></span></p>
<h2>Ford Taurus</h2>
<p><span>In the 1990s, before it fell out of favour with the car-buying public, the Ford Taurus was the best selling car in the United States. But now it's back and Ford have given it a secret weapon that might help it regain its place on the bestsellers list: ample waist room. Its 57.9 inches of front shoulder room and 56.3 inches of front hip room should be more than sufficient for even the most dedicated Big Mac eaters.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></p>
<h2>Lincoln Town Car</h2>
<p><span>For those whose width even the widest of car seat won't accommodate, a front bench seat is the best option. Unfortunately, 2011 saw the death of the bench seat with the Buick Lucerne, Cadillac DTS, Chevrolet Impala, Lincoln Town Car and Mercury Grand Marquis all going out of production, so your purchase will have to be second hand. The Lincoln is a classic and easily the pick of the bunch, as long as you're not wider than the car, there will be a way of fitting you inside.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></p>
<h2>Ford Transit</h2>
<p><span><span>While cars no longer come with bench seats, small commercial vehicles still do. The Ford Transit, which has been a fixture of European roads since 1965 and has finally made its way into North America, is the finest light commercial vehicle ever made. It doesn't quite have a bench seat, but with no centre console there's nothing to restrict overflowing muffin tops.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></span></p>
<h2>Nissan Altima</h2>
<p><span>The Nissan Altima is as dull as dishwater. Nothing quite says "designed by a committee" like Nissan's mid-size family car. But with 56.8 inches of front hip room, it appears that Nissan knew its target audience. Just remember not to buy the new model which came out in 2013 and was a little more stingy with its girth allowances.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></p>
<h2>Honda Accord</h2>
<p><span><span>Another runaway Japanese success, Honda has shifted millions of these mid-sized family cars since they first started producing them in 1976. The front seats have 56.6 inches of hip room, but that's not the big story here. The Honda's seats have minimal bolstering on the side which works wonders for shoehorning even the widest of rear ends into position.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></span></p>
<h2>Acura ZDX</h2>
<p><span><span>The bizarre looking ZDX was developed by Honda for Acura, its luxury car division, and has more going for it than sci-fi chic. It comes stuffed with technological niceties including a "collision mitigating braking system" and advanced ventilated seats. Not only do the seats stop pools of sweat from forming, they are really wide; the ZDX has 57.3 inches of hip room.<div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></span></span></p>
<h2>Cadillac Escalade</h2>
<p><span>Go big or go home. The Escalade is the only choice when size is all that matters. While it might have been derided by the car press for its appalling ride and obnoxious styling, the Escalade is perfect for the big-boned. The seats themselves aren't massive, but there's acres of space on either side of them that will happily accommodate any overspill.</span><div class="KonaFilter image-container"><div class="image"><p class="source"><span>Kernel Magazine</span></p></div><p></p></div></p>

The Best Cars For Fat People: A Definitive Guide

<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div></p>
<p>The big SUV is back! With falling oil prices and the availability of cheap credit, large SUVs are once again flying out of show room doors. The king of the hill for this segment - according <a href="http://www.businessinsider.com/you-can-hate-the-cadillac-escalade-all-you-want--until-you-drive-one-2014-11" target="_blank">Business Insider's Matthew DeBord</a> and most industry observers - is the almighty Cadillac Escalade. </p>
<p>The Escalade has it all. It's big, stylish, powerful, and rugged. In the decade and a half since its debut, the big Caddy has becomes a true pop culture icon. No celebrity-sighting or high-gloss event is complete without a fleet of black Escalades parked in the background. This cultural ubiquity has translated into big bucks for Cadillac, with Escalade sales up more than 50% in 2014. </p>
<p>As amazing as the Escalade may be, Japan's auto giants have come up with a trio of contenders to challenge the Caddy's claim to the throne. From Acura, there's the new MDX. From Infiniti comes a mildly refreshed QX80, and from Lexus there is the LX570. Each with their own idea for what a large luxury SUV should be. Business Insider had the opportunity to drive all three. Here's what we thought.</p>
<p><strong>Acura MDX</strong></p>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div></p>
<p>The Acura MDX is the "techie" of the trio. The Acura isn't the most stylish, nor is it the most luxurious. However, it makes up for that by serving up a vehicle that's modern, elegant, and minimalist - chic enough for any smartphone-wielding technocrat. This presentation is in line with the marque's overall theme, starting with its eye-catching bejeweled LED headlamps and moving right along to the dual LCD displays that dominate the MDX's interior.</p>
<p>To drive, the MDX is the most car-like of the trio - and that's for good reason. While the others, along with the Escalade, are truck-based models, the MDX is actually a crossover. It's even available in a front-wheel-drive only version - a layout that's more family station wagon than burly truck.</p>
<p>What the Acura lacks in ruggedness, it more than makes up for with the urbane civility of the driving experience. In addition, Honda has loaded the MDX up with a full-array of advanced driver-assistance tech that will keep you in your lane, make slight turns and even automatically brake if you aren't paying attention to the car in front of you. In fact, in many instances, the car practically drives itself. </p>
<p><strong>Infiniti QX80</strong></p>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div></p>
<p>The Infiniti QX80 is the pretty boy of the group. Everything about the big truck exudes brute style and luxury. Infiniti lavished its flagship SUV with acres of chrome, wood trim, and leather accents in attempt to create an off-road capable limousine - very much in the same vein as the Escalade.</p>
<p>And for the most part, Infiniti has succeeded. This is especially the case for the QX's second row. Out test car's pair of captain's chairs were separated by a central console holding a pair of wireless headphone that are paired to the truck's dual rear-seat entertainment screens. In short, it felt like a private jet back there. </p>
<p>The experience from the driver's seat was commanding and powerful. You sit high above all others on the road. You realize just how large a vehicle you're in when everything else on the road feels comparatively tiny. However, the QX80 proved to be surprisingly nimble and peppy to drive. You may think "peppy" is an odd thing to say about an almost 6,000-lb. truck. But the 5.6 liter 400-horsepower V8 engine is no lumberjack - it provides ample power but provides it with zing.</p>
<p>At 17-feet long and 6 and a half feet wide, the QX was also surprising easy to park, thanks to unexpectedly precise steering and Infiniti's surround-view cameras, which enable you to see all corners of the truck - as if you were floating above it. A neat tech trick! Very Cool!</p>
<p><strong>Lexus LX570</strong></p>
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<p>The LX570 is Lexus' answer to America's luxury SUV domination. With Lexus as the only non-European luxury brand capable of running toe-to-toe with the best Mercedes, BMW, and Audi can muster, the LX570 has a tough task to handle. Fortunately, it does its job incredibly well. <span style="font-size: 15px; line-height: 1.5em;">A Lexus-fied version of Toyota's iconic Land Cruiser, the LX570 one of the most capable off-road SUV's in the history of the segment. </span></p>
<p>The Land Cruiser transports soldiers and aid workers through some of the world most hostile and unforgiving terrain. So by being based on that vehicle, the LX projects some serious street cred. But Lexus has done a fine job of presenting the vehicle with the restrained civility expected from the marque. It's a Navy Seal in a Saville Row suit. Hidden under all the posh is a ride that's thoroughly battle-tested.</p>
<p>A massive 5.7-liter V8, shared with the Toyota Tundra truck, pumps out 383 horsepower. In true Lexus fashion, the LX is smooth, quiet, and deeply refined. The wood trim and soft-touch leather are as nice you'll find anywhere. But what really sets the LX apart from the Escalade, QX80, and MDX is the row of nobs and switches sitting right in front of the shifter lever - they control the LX's advanced four-wheel-drive system.</p>
<p><strong>How do they compare to the Escalade?</strong></p>
<p>All three Japanese luxury SUV's bring a different flavor to the table. The Acura MDX is the most car-like and tech-friendly. The Infiniti QX80 is like rolling private jet with a massive motor. The LX570 is an action film star wrapped in refinement.</p>
<p>But what makes the Escalade special is the near-perfect combination of style, power, luxury, and with every passing generation, more and more refinement. It's the status quo. The default choice. But sometimes it's good to stray from beaten path. Japan's luxury trio offer substantial alternatives to the mighty Escalade. And no one will confuse you with an Uber driver!</p>

We Drove 3 Japanese Luxury SUVs That Will Challenge The Cadillac Escalade

<p><span><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div></span></p>
<p><span>I thought I understood driving in New York City. I thought I understood stress.</span></p>
<p><span>But then I drove a 2014 Bentley Flying Spur in Manhattan and my ideas about stress were changed forever.</span></p>
<p><span>The Flying Spur is a 17-foot-long, 5,500-pound, $250,000 engineering marvel that's a unique pleasure on the roads <em>outside</em> New York City. I enjoyed every mile and minute of our all-too-brief weekend together. </span></p>
<p><span>But then I drove to Gotham to meet friends for dinner and everything changed.</span></p>
<p><span>I'm no novice when it comes to driving in New York. I've navigated the city in exotic sports cars and utilitarian SUVs. City driving is never stress-free, but I've learned to manage. </span></p>
<p><span>Bentleys, however, operate on a different plan of risk analysis. Every time a cab dove into a gap near my car, I feared for the Bentley's $4,400 Kingfisher Blue paint job. My terror would be temporarily drowned out by the $7,500 Naim premium audio system. But then another cab would come diving into the another gap!  </span></p>
<p>I felt like I was running with the bulls in Pamplona while holding a priceless Ming vase. </p>
<h3>No Parking For Bentleys</h3>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>If that sounds like an exaggeration, just try parking a Ming vase - I mean, a <em>Bentley</em> - anywhere in Manhattan. There are rules against it, and those rules are clearly posted to discourage such behavior.</p>
<p>I met up with friends at their apartment on the Upper East Side before going to dinner in SoHo, a few miles south. I figured the parking garage of a luxury building in the generally posh neighborhood would gladly accept the car.</p>
<p>Wrong. Nobody on the Upper East Side wanted to take the Bentley, probably because of insurance risks.</p>
<p>Being unable to park the Flying Spur was worrisome. But then we started to run out of gas (10 miles per gallon will do that to a car). With little fuel to spare, I headed south toward Business Insider's offices, where I knew I could find parking and, more important, gasoline. As I inched along Park Avenue, the stress from the 4.4-mile trip became ulcer-inducing. More cabs entered the fray. I could feel my blood pressure rising as I gripped the $2,200 steering wheel more tightly.</p>
<p><span><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>I finally found a small gas station, which should have relieved some of the pressure. But remember when I said the Bentley was 17 feet long? A Honda Civic beat me to the spot closest to the station's entrance. Five feet of Flying Spur jutted out into the street. My passenger hopped out to divert traffic from an unimaginably expensive bumper and presumably priceless taillight.</span></p>
<p>By this point a crowd had gathered, both out of a curiosity and because I had blocked the sidewalk. As countless cellphone photos were taken, I managed to maneuver the Bentley in front of another pump. I was afraid that filling the tank would be like refueling an Abrams tank, but I was finished, mercifully, in 10 minutes. During the fill-up, the Bentley's big <a href="http://en.wikipedia.org/wiki/W12_engine#mediaviewer/File:Volkswagen_W12.jpg">twin-turbocharged W12 engine</a> radiated so much heat that the station attendant ask if I needed a mechanic. </p>
<p><span>It all worked out OK in the end, but the next time I see a</span><span> Bentley in the city, I'll understand what the driver is going through. I'll feel their pain.</span></p>
<h3>But What A Car!</h3>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div><span><span>Fortunately, I also got the chance to assess the Bentley on the calm roads of Northern New Jersey and the soothing byways of Upstate New York. </span></span></p>
<p><span><span>The 616-horsepower Flying Spur is stylish, powerful, and athletic, everything a Bentley should be. Even better, the super-sedan's raw horsepower is wrapped in civility. This is a car that coddles passengers with almost </span></span><span style="line-height: 1.5em;">otherworldly luxury. </span></p>
<p><span>The car is massive. However, thanks to its aluminum construction, it feels surprising light on its feet, whether navigating country roads - far from marauding cabs - or cruising in the left lane of a highway.</span></p>
<p><span>There's no lack of pep, either. When you s</span><span>tomp on the gas pedal, that W12 comes life (and, yes, you read that right - with <em>12 cylinders</em> the Flying Spur proves that there's no replacement for displacement). </span></p>
<p><span>Zero to 60 whizzes by in just 4.3 seconds, on the way to a top speed of 200 mph (I obviously didn't come remotely close to testing that limit). This is surprising supercar speed in a four-door that some might liken to a road-going mega-yacht. </span><span>But acceleration in the Flying Spur isn't the gut punch it is in many supercars. Bentley simply wouldn't subject occupants to such vulgarities. Instead, the power come on in a steady, confident surge - a continuous tidal wave of thrust. </span></p>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div><span>All in all, I marvel at what Bentley's engineers have been able to accomplish with the Flying Spur. Sure, it was a difficult to drive in Manhattan. But then again, that's not where it's supposed to shine. The Flying Spur is a high-speed cruiser. It's a throwback to the days before the private jet, or commercial air travel in general, when the well-heeled used big-engined chauffeured sedans to cover long distances in style. </span></p>
<p><span>In that role, the Flying Spur is a world-beater. And the next time I want to drive to my ancestral castle in the distant New Jersey countryside, the Bentley will be my ride of choice.</span></p>

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