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<p></p><div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"></div><p></p></div></div>The auto industry's on a mission to turn our cars into rolling tech hubs.<p>Cars&#xa0;have their own Wi-Fi hotspots and Bluetooth built-in. Apple CarPlay and Android Auto are proliferating the automotive landscape from Chevrolet to Ferrari.</p><p>The idea is so common now, we almost take it for granted. Like, of <em>course</em> you can stream movies and work remotely from the passenger seat.</p><p>But what about older cars? The 1990s Toyota Camrys and Jeeps from the early 2000s? Some of those vehicles - typically equipped with nothing more than CD players and radios - won't navigate you around traffic, or send text messages on voice command.</p><p>So companies like Drivemode are bringing cars built during the flip phone years up to speed with the smartphone age.</p><p>The concept is basically this: <a href="https://drivemode.com">Drivemode</a>, an app built by two Harvard Business School grads, operates on the notion that you can have a modern infotainment experience in your older car without having to upgrade the car's original equipment.</p><p>"That should be easy," Drivemode CEO Yo Koga told Business Insider. Koga said when he moved from Boston to San Francisco, he bought a new car that had a lackluster tech interface. "It wasn't connected, and it looked like a computer from the '80s," he said. So, he resorted to using his smartphone for navigation.</p><p>"But the smartphone interface is not great either," he said, "it's not optimized for driving; it's got little buttons. It's not safe."</p><p></p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div><h2>For the disconnected car crowd</h2><p>Drivemode cofounder, HK Ueda, says they created the Android app to give people who drive older cars a way to enjoy a connected-car experience. "We started by giving it navigation functionality," Ueda told us, as we weaved around San Francisco's busy downtown streets.</p><p>Ueda is an alum of Tesla Motors. He spent his early career launching the Model S and Tesla's Gigafactory.</p><p>With a smartphone docked inside the dash console of a Honda HR-V - Honda's newest compact crossover SUV - the Drivemode app mimicked a native infotainment interface. The driver can operate navigation, handsfree calling and messaging, and the phone's music player using the Honda's steering wheel controls.</p><p></p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>The car's rear backup camera and blindspot camera also display on the phone.<p>Honda, Panasonic and Drivemode teamed up to develop this particular car, which foregoes a traditional in-dash audio system for a simple smartphone dock.</p><p>"Honda reached out to us and suggested building this as a prototype," Ueda explained. "It simulates a car in which your smartphone is the car's only in-dash computing device."</p><p>Koga and Ueda say that Drivemode is designed so that you can operate it without having to look directly at the phone's screen. Bright colors and intuitive animation denote switching between menus, and you can swipe anywhere on the screen to navigate within the app - no need to take your eyes off the road to find the right buttons to tap.</p><p></p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>"Cognitive distraction is just as dangerous as visual distraction," Ueda said, "we want to avoid you having to think about your phone while you're using your phone in the car."<p>It would seem technology like this is a step backward.</p><p>Automakers and Silicon Valley&#xa0;are working hard to make our cars smarter. And most new cars are going to have upgraded electronics at some point. But, as of 2015, <a href="http://press.ihs.com/press-release/automotive/average-age-light-vehicles-us-rises-slightly-2015-115-years-ihs-reports">the average vehicle on the road in the US is nearly 12 years old</a>, according to the research firm, IHS.</p><p></p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>Those vehicles were likely in development for some years before they ever hit the road, making it conceivable that the technology in those cars is even older. The guys at Drivemode say they believe it'll take time for new in-car technologies to make a dent in the real world.<p>There is evidence to support this. Rand McNally, the company best-known for its maps and atlases, is one of Drivemode's competitors.</p><p>The startup has raised at least $2.65 million in angel and seed funding, with a Series A round planned in the coming months. Drivemode has more than 400,000 users so far, Ueda tells BI - adding that they've seen significant growth internationally.</p><p>"This is a global problem. Everyone wants to use their smartphone in the car."&#xa0;</p><h2>You can watch the full Drivemode demo here:</h2><p><div></div></p>    <div class="margin-top">        <h3>NOW WATCH: <a href="http://www.businessinsider.com/tesla-new-autopilot-mode-2015-10">Here's what it's like to drive a Tesla on the new Autopilot mode</a></h3>        <div>            <div>        <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="dueXU3eDr9NXgXb_QzEFlSCmIX6tPi92" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div>        </div>        </div>            </div>

This pair of Harvard grads have a way to turn your old ride into a fully connected car

<ul><li><div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"><p class="source"><span>Timothy Artman/Tesla</span></p><p class="caption">Tesla Model 3.</p></div><p></p></div></div><strong>Tesla faces perhaps its biggest challenge yet: Producing hundreds of thousands of its mass-market Model 3 sedan.</strong></li><li><strong>Hokuto Ueda, a Harvard Business School grad who oversaw the launch of the Tesla Model S and the Gigafactory, says there are two types of employees who thrive during big production ramp-ups at Tesla.</strong></li><li><strong>The electric-car company has struggled to reach production targets in the past, but CEO Elon Musk said previous experience should make Model 3 production go more smoothly.</strong></li></ul><p>A big question surrounding the Tesla Model 3 is not about the mass-market electric car's features and specs, or what the final price will be. It's not even about the first few owners <a href="http://www.businessinsider.com/tesla-model-3-first-drive-2017-7">who got their cars on Friday night</a>.</p><p>The question goes all the way back to the Model 3's roots - the legion of engineers and designers whose fingerprints are all over Tesla's first entry-level electric sedan.</p><p>Those people will no doubt occupy a special place in Tesla's legacy, helping to execute CEO Elon Musk's vision of mainstreaming the electric car.</p><p>It is safe to conclude that it takes a certain kind of person to successfully carry out stretch mandates handed down by Musk, arguably one of the most ambitious tech, <keyword id="34991" type="ORGANIZATION" weightage="60" keywordseo="transportation">transportation</keyword>, and environmental visionaries of our time.</p><p>A former Tesla employee who managed the launch of the Model S offered some insight about who succeeds at Tesla at a time such as this, when the company is bringing a new car to market.</p><h2>Be a manufacturing genius, or be an idea machine</h2><p>Hokuto Ueda, a Harvard Business School graduate who was on the team that took the Model S from prototype to delivery and launched Tesla's Gigafactory, told Business Insider in an interview that, based on his experience, people who are experts in manufacturing are the ones who excel at Tesla, above all others.</p><p>"They're the types who got their start at established automakers like Toyota," Ueda said. "They're very well-versed in traditional manufacturing, but they can understand that the circumstances are different at Tesla."</p><p><div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"><p class="source"><span><a href="http://www.drivemode.com">Drivemode</a></span></p><p class="caption">Drivemode cofounder Hokuto Ueda.</p></div><p></p></div></div>"You have to unlearn some of what you know from previous experience and be flexible enough to come up with new ideas," Ueda said. He worked at Tesla for five years before leaving in 2015 to start <a href="https://drivemode.com/">Drivemode</a>, a Panasonic-backed startup whose app turns smartphones into infotainment systems for cars that don't have the latest tech.</p><p>Indeed, Tesla's main assembly plant in Fremont, California, is a perfect demonstration of new ideas. It's considered one of the most technologically advanced production facilities on the planet and it's equipped with more than a hundred robots tasked with assembling the Model 3, Model S, and Model X.</p><p>"The second type of people who thrive during a production ramp-up at Tesla," Ueda said, "are people who are like I was when I first started there. I had never worked in a factory before. I was an automotive engineer, but I was designing electronic components. I knew very little about manufacturing."</p><p>Ueda said that helped him go into the process of building the first Model S cars with a clean slate and no hang-ups about how things should go.</p><p>"You're not really tied to industry practices. You're able to think flexibly," he said. "Of course, a combination of the two engineering mindsets are very much necessary to avoid big mistakes, especially around safety and things like that. But the philosophy is different."</p><p>The electric-car company has struggled to reach production targets in the past, but still, Musk said previous experience should make Model 3 production go more smoothly.</p><p><div class="KonaFilter image-container display-table float_left click-to-enlarge"><div><div class="image on-image"><a title_source="Bryan Logan/Business Insider" title_caption="The first Tesla Model 3s delivered to owners on Friday, July 28." class="zoomin" href="https://static-ssl.businessinsider.com/image/597d0dc24528e672188b55b0-960/teslamodel3s.jpg"><span class="sprites click-to-enlarge-icon" title="Click to enlarge"></span></a><p class="source"><span>Bryan Logan/Business Insider</span></p><p class="caption">The first Tesla Model 3s delivered to owners on Friday, July 28.</p></div><p></p></div></div></p><h2>To hell and back again</h2><p>During Tesla's Model 3 handover event in Fremont on Friday night, Musk offered an honest assessment of the challenges that lie ahead for production. "Frankly, we're gonna be in production hell," Musk said jokingly.</p><p>But, he really wasn't kidding:</p><p>"That's gonna be where we are for at least six months. Maybe longer. But, you guys know that - you're veterans - you've been through this. So, I look forward to working alongside you, journeying through hell."</p><p>Musk told Business Insider's Matt DeBord earlier Friday that the <a href="http://www.businessinsider.com/elon-musk-says-model-3-faces-production-hell-2017-7">Model 3 hell will be less hellish</a> than the hells Tesla endured when it launched the original Roadster, the Model S and the Model X.</p><p>Musk took a more valiant tone on the matter later that evening at the big event: "As the saying goes, if you're going through hell - keep going."</p>    <div class="margin-top">        <h3>NOW WATCH: <a href="http://www.businessinsider.com/tesla-model-3-delivery-elon-musk-electric-car-vehicle-2017-6">Tesla is finally delivering the Model 3 - here's everything you need to know about the car</a></h3>        <div>            <div>        <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="g5OXEzYzE6466DjTom6WsqZI-N2ufc5l" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div>        </div>        </div>            </div>

What it takes to thrive at Tesla during a production ramp-up, according to the man who launched the Model S

<ul><li><div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"><p class="source"><span><a href="http://www.drivemode.com">Drivemode</a></span></p><p class="caption">Drivemode cofounder Hokuto Ueda.</p></div><p></p></div></div><strong>Hokuto Ueda, a Harvard Business School grad and former launch manager for the Tesla Model S and the Gigafactory, describes what it's like launching a new vehicle at Tesla.</strong></li><li><strong>He says "the atmosphere is definitely intense" at Tesla as engineers scramble to cross the finish line with the first examples of a new vehicle.</strong></li><li><strong>The electric-car company plans to deliver the first 30 Model 3 cars on Friday at its Fremont, California, factory.</strong></li></ul><p>Elon Musk is getting ready to hand over the first batch of Tesla Model 3s to owners this week - and with 30 of those cars coming off the electric-car maker's assembly line in Fremont, California, it's safe to assume employees are living and breathing all things Model 3 as the clock winds down.</p><p>Tesla has been here before - three times before, in fact - with the Roadster, the Model S, and the Model X. For Tesla engineers and for Musk, shepherding a new vehicle from prototype to production is a labor of four equal, but opposite elements - <keyword id="94495" type="ENTERTAINMENT" weightage="60" keywordseo="Innovation">innovation</keyword>, creativity, grit, and hustle.</p><p>Due in part to a level of secrecy matched only by Apple, it is not possible to know exactly what's happening inside of Tesla while those first 30 Model 3s are being built, but former Tesla Model S launch manager, Hokuto Ueda offered some insight into what's going on behind Tesla's factory doors.</p><p>Ueda, a Harvard Business School graduate who was on the team that took the Model S from prototype to delivery and launched Tesla's Gigafactory, told Business Insider it's a "surreal" experience.</p><p>"The atmosphere is definitely intense. When I was launch manager there, every goal, every timeline that Elon set for us seemed impossible," Ueda said. "When he set it out, it was like, dude, there's no way that's gonna happen."</p><p>"But, close to launch, you're seeing the finish line. Long hours to try to cross that finish line, but it's also very exciting."</p><p>Ueda started at Tesla as an engineering intern, preparing the first prototype of the Model S in 2010, later building the Fremont factory and launching Model S production. He left Tesla after five years in 2015 to co-found Drivemode, a Panasonic-backed startup whose app turns smartphones into infotainment systems for cars that don't have the latest tech.<br /><br />The Model 3 has now joined the existing platforms on Fremont's assembly lines.</p><h2>Challenges ahead</h2><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span><a href="https://twitter.com/elonmusk/status/883910005644251141">Screenshot via Elon Musk</a></span></p><p class="caption">The first production Tesla Model 3, unveiled by Tesla CEO Elon Musk, July 8, 2017.</p></div><p></p></div></div></p><p>"The biggest challenge of building that factory," Ueda told Business Insider, "was that we were going from planning stages of the Model S to production in less than two years."</p><p>"The typical car model takes three-to-five years to launch - and that's without having to build a brand-new factory around it, and with existing, known technology, not a brand-new EV," he said, adding that his team worked around the clock when the first Model S cars were being assembled.</p><p>"You're literally in the factory all day and all night, we ordered pizza and sandwiches for dinner, and then you go home for a few hours and come back and do it all again, but we had fun doing it," Ueda said. "It was an extremely positive experience. I felt like everyone was committed to making that happen."</p><h2>Making history</h2><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>Benjamin Zhang/Business Insider</span></p></div><p></p></div></div></p><p>Ueda said the team building the first Model 3s are likely feeling some pressure. Indeed, the mandate for the Model 3 is far greater. Tesla has taken no fewer than 400,000 orders for the entry level, $35,000 electric sedan. A successful launch, Ueda said, will ultimately come down to the employees' hustle inside the factory and Musk's leadership.</p><p>"I think to be part of something like that is special and it's what keeps people going and I think that's what's special about Elon and his leadership style, is the ability to really get people to feel like they're making history, they're a part of history - and that sort of brings 110% out of everybody," Ueda said.</p><p>The Model 3, however, presents an entirely new set of challenges for Tesla: building lots and lots (and lots) more cars than the company ever has before. Tesla delivered 76,230 vehicles in 2016, just shy of its own projections, so Tesla's goal to produce 20,000 Model 3s alone by December - and potentially fulfilling hundreds of thousands more Model 3 orders while still cranking out Models S and X - resembles another one of those "impossible" goals Ueda spoke of previously.</p><p>Nevertheless, the former Tesla engineer remains confident in Musk and his team: "The goal he had set for you seemed insurmountable in the beginning, and then you're actually delivering a car on time and that just sort of reframes your thinking around what is possible and not possible."</p><p>"Still, the first cars are the first cars," Ueda said. "Then, suddenly, you're like, 'oh, crap I gotta make a whole lot more of these.'"</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="http://www.businessinsider.com/teslas-model-3-friday-elon-musk-fidelity-otc-gavin-baker-2017-7">Tesla's Model 3 is coming on Friday and it's going to be the 'largest consumer-product launch ever'</a></h3>        <div>            <div>        <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="ZvcXR0YjE6NwJBqZeBeUS40H1T19iBr2" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div>        </div>        </div>            </div>

'Dude, there's no way that's gonna happen': What it's like at Tesla when a new car is about to hit the streets

<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>The production version of the Ford GT, a $400,000 supercar, is beginning to make its way to some lucky first owners. The automaker won the 24 Hours of Le Mans with the GT race-car in 2016 and is making only 250 production GTs a year through 2020.</p><p>Like all modern supercars, the GT will have multiple drive modes. The supercar's relatively minimalist interior features a racing-inspired steering wheel that boasts Ford's answer to <a href="http://www.businessinsider.com/how-to-use-ferrari-manettino-2016-9">Ferrari's famous manettino</a> drive-mode selector.</p><p>We got to check out the GT at Manhattan's Classic Car Club - and fire the 600-plus horsepower beast up for the first time, a treat for me as I've been following the car's story since its Detroit Auto Show debut in 2015 and <a href="http://www.publishersweekly.com/978-0-8021-2650-4">wrote a book about the 2016 Le Mans campaign</a>, but I'd never pushed an actual start button.</p><p>Ford also walked us through the drive modes, which are accessed by using a thumbwheel on the left side of the steering wheel. Call it a Ford "thumbettino." (In practice, it's actually easier to use the Ferrar's manettino.)</p><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div></p><p>According to Ford, "Normal" is for everyday driving; "Wet," for bad weather; "Sport," is for winding public roads; "Track," is for, well, the track; and "V-Max" is for the drag strip.</p><p>"We focused on simplifying the experience," Derek Bier, the Ford GT's manager, said in a statement. "Optimizing this car for just about any situation was critical, because ensuring owners always enjoy driving it was a top priority."</p><p>The carmaker added, "Leveraging learnings from the Ford GT racing program, Ford Performance gave each mode a unique instrument cluster display, with elements prioritized to enhance the overall driving experience."</p><p>The drive modes also raise and lower the GT, depending on how the very aerodynamically sophisticated supercar needs to slice thought the air. And both Track mode and V-Max mode require that the vehicle be in park and that the driver OK's the shift. </p>    <div class="margin-top">        <h3>NOW WATCH: <a href="http://www.businessinsider.com/ford-reveals-first-production-ford-gt-supercar-price-2016-12">Ford just revealed some of the first production versions of its most expensive supercar - the Ford GT</a></h3>        <div>            <div>        <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="5oMmRjODE6HSc9V20kyToMpEfY3EUsUE" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div>        </div>        </div>            </div>

Ford is giving GT owners 5 ways to drive its $400,000 supercar

<p><div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"><p class="source"><span>Lamborghini</span></p><p class="caption">Lamborghini Aventador S.</p></div><p></p></div></div>On Monday, Lamborghini unveiled the latest version of its flagship supercar, the Aventador S. </p><p><span>"This is the next generation Aventador as well as the expression of new technological and performance milestones in super sports car development," Automobili Lamborghini chairman and CEO Stefano Domenicali said in a statement.</span></p><p><span> "The Aventador S is visionary design, cutting-edge technology and driving dynamics in pure harmony, and elevates the concept of super sports cars to a new level."</span></p><p><span>The most notable upgrades from the current LP 700-4 Aventador - which has been around since 2012 - occur on the aerodynamic front. The S receives a more aggressive nose featuring a pronounced front splitter and larger air-intake ducts designed to improve aerodynamic efficiency and engine cooling. </span></p><p><span>Out back, the Aventador S gets a three-position active rear-spoiler along with a large diffuser.</span></p><p><span><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>Lamborghini</span></p></div><p></p></div></div>According to Lamborghini, the new aero package improves front-end downforce by 130% over the existing model - while overall aerodynamic efficiency has increased, in some cases, by as much as 400%.</span></p><p>In an era dominated by down-sized turbocharged engines and hybrid-electric drive systems, Lamborghini's flagship Aventador achieves heart-stopping performance in a decidedly old-school manner -  the brutal power of a hulking 6.5-liter, naturally aspirated V12 engine. With the Aventador S, there's now more of that throwback horsepower.</p><p>The upgraded V12 in the S produces 730 horsepower (740CV) - up 40 from the LP 700-4.</p><p>As a result, Lambo claims that the Aventador S can make the sprint to 0-60 mph from a standstill in 2.9 seconds and reach a top speed of 217 mph. </p><p><div class="KonaFilter image-container display-table"><div><div class="image on-image"><p class="source"><span>Lamborghini</span></p></div><p></p></div></div>The big V12 puts its power to the pavement through a 7-speed gearbox and a Haldex all-wheel-drive system.</p><p>Inside, the Aventador S gets a digital TFT instrument display along with Apple CarPlay compatibility, a drive-mode selector, and a telemetry tracking system. </p><p>The new Lamborghini Aventador S is expected to arrive in the spring of 2017 with a price tag of $421,350.</p>    <div class="margin-top">        <h3>NOW WATCH: <a href="http://www.businessinsider.com/we-drove-a-261000-lime-green-lamborghini-huracan-lp580-2-2016-8">We took a ride in this $261,000 Lamborghini Huracán - here's what it's like</a></h3>        <div>            <div>        <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="hzNG0zNTE69yE7NI4Dk3DVMYqeiOwafQ" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div>        </div>        </div>            </div>

Lamborghini's flagship Aventador supercar just got an extra dose of old-school insanity

<p><div class="KonaFilter image-container display-table click-to-enlarge"><div><div class="image on-image"><a title_source="Benjamin Zhang/Business Insider" title_caption="" class="zoomin" href="https://static-ssl.businessinsider.com/image/54c13491ecad04d55b9135d7-960/ford-mustang-gt-2015-1.jpg"><span class="sprites click-to-enlarge-icon" title="Click to enlarge"></span></a><p class="source"><span><a href="http://www.businessinsider.com/author/benjamin-zhang">Benjamin Zhang/Business Insider</a></span></p></div><p></p></div></div></p>
<p>For 50 years, the Ford Mustang has been the iconic American car.</p>
<p>Which is why I jumped at the opportunity to spend a weekend behind the wheel of an all-new 2015 Ford Mustang GT, outfitted in an eye-catching "triple yellow" paint job.</p>
<p><span>Honestly, Ford's new sixth generation Mustang GT is nothing short of a revelation. It drives like a world-class sports car - not, dare I day it, like a <em>Mustang.</em></span></p>
<p><span>Sure, the fifth generation Stang, which first hit the market in 2004, was pretty good to drive. But this new one is so much better.</span></p>
<p><span style="line-height: 1.5em;">Over the past five decades, the car buying public has developed a certain mental image of the so-called "muscle car." That image is of rudimentary barnyard engineering, hulking engines capable extreme straight-line speed, and no ability to comprehend a corner.</span></p>
<p><span style="line-height: 1.5em;">No more. At least not with the new Mustang.</span></p>
<p><span style="line-height: 1.5em;">For 2015, Ford has replaced the Mustang's traditional "muscle car" live-axle rear suspension - essentially an metal pole with a wheel attached at each end - with a modern, fully independent unit. </span></p>
<p><span style="line-height: 1.5em;">The difference is remarkable. In the corners, the Mustang remains steady and planted. It gives the driver a level of confidence that was simply not there in previous GT models. </span></p>
<p><div class="KonaFilter image-container display-table click-to-enlarge"><div><div class="image on-image"><a title_source="Benjamin Zhang/Business Insider" title_caption="The fastback!" class="zoomin" href="https://static-ssl.businessinsider.com/image/54c14d7deab8ea5c199135d1-960/2015-ford-mustang-gt-7.jpg"><span class="sprites click-to-enlarge-icon" title="Click to enlarge"></span></a><p class="source"><span><a href="http://www.businessinsider.com/author/benjamin-zhang">Benjamin Zhang/Business Insider</a></span></p><p class="caption">The fastback!</p></div><p></p></div></div></p>
<p>It's a good thing that Ford gave the pony car a modern suspension. Because the new Stang needs it to harness the 435 horsepower that's under the hood. Power for the GT variant is courtesy of a 5.0 liter - that's 302 cubic inches in muscle car parlance - overhead-cam Coyote V8. It's the latest development of Ford's "modular" engine, and boy, is it a fantastic motor!</p>
<p>It revs with incredible freedom. As a result, the flow of power from the V8 seems virtually endless. In fact, the higher you rev the engine, the more willing and enthusiastic the power delivery became. </p>
<p>Overall, the Mustang GT just feels like a classier car than its predecessors. More suit and tie than blue jeans. More Frank Sinatra than ... Frank Stallone. </p>
<p><div class="KonaFilter image-container display-table click-to-enlarge"><div><div class="image on-image"><a title_source="Ford" title_caption="Classy" class="zoomin" href="https://static-ssl.businessinsider.com/image/54c8f37a69bedd2c5a13dd96-960/ford-mustang-gt-2015-2.jpg"><span class="sprites click-to-enlarge-icon" title="Click to enlarge"></span></a><p class="source"><span>Ford</span></p><p class="caption">Classy</p></div><p></p></div></div></p>
<p>Just check out the cabin. For the first time in a while, the Mustang GT has a interior that looks like it should be part of a $40,000-plus sports car. The materials feel premium. The Sync with MyFord Touch infotainment system in the car worked flawlessly. And unlike some cars out there in this price point, the metallic switches are machined out of actual metal, unlike <a href="http://www.businessinsider.com/lexus-is350-awd-review-2014-10" target="_blank">certain highbrow luxury brands</a> we've recently experienced.</p>
<p>The Mustang even had some electronic wizardry I wasn't expecting on a car of its ilk, such as adaptive cruise control, adjustable steering settings, and an electronic drive-mode selector (available modes are Normal, Sport, Track, and Snow). <span style="line-height: 1.5em;"><br /></span></p>
<p><div class="KonaFilter image-container display-table"><div><div class="image on-image"></div><p></p></div></div>For the muscle-car aficionados, Ford has even included an <a href="http://www.businessinsider.com/2015-ford-mustang-gt-line-lock-2014-9" target="_blank">electronic "line lock" feature </a>that locks up the car's front brakes, but allows the rear wheels to spin freely. Although the company's engineers say that it's to help driver heat up their rear tires, we all know what its true purpose is - burn outs!</p>
<p>The pony car is a survivor. The vast majority of its fellow muscle cars of the 1960s have gone the way of the dodo. Extinct.</p>
<p>Why has the Mustang endured? For better or for worse, the Stang has been able to adapt itself to meet the needs of the times. </p>
<p><div class="KonaFilter image-container display-table click-to-enlarge"><div><div class="image on-image"><a title_source="Benjamin Zhang/Business Insider" title_caption="It's 5.0!" class="zoomin" href="https://static-ssl.businessinsider.com/image/54c14e8deab8ea1e209135d4-960/2015-ford-mustang-gt-8.jpg"><span class="sprites click-to-enlarge-icon" title="Click to enlarge"></span></a><p class="source"><span><a href="http://www.businessinsider.com/author/benjamin-zhang">Benjamin Zhang/Business Insider</a></span></p><p class="caption">It's 5.0!</p></div><p></p></div></div>Fortunately, this latest evolution hasn't lost that old school Mustang feel. It's good at everything its ancestors were good at. But now it can achieve more, much more.</p>
<p>The Mustang is still perfectly at home blasting down the drag strip. It's V8 rumble is still intoxicating. But now, when the straight roads become twisty, the Mustang tackles them with confidence. When it's time to putter around town, the Stang can coddle its occupants in relative luxury. </p>
<p>In many ways, the 2015 Mustang may be a signal that the age of the pure muscle car may be coming to an end.</p>
<p>Ultimately, I believe consumers will end up with better cars that are<span style="line-height: 1.5em;"> still fun, stylish, immensely powerful, and unmistakably American. </span></p>
<p><span style="line-height: 1.5em;">And that's fine by me.</span></p>

The Ford Mustang Is No Longer A Muscle Car

<ul class="summary-list"><li>The GV70 is a new compact SUV from Hyundai's luxury brand, <keyword id="12265705" type="UNKNOWN" weightage="60" keywordseo="genesis" source="Orion">Genesis</keyword>. It starts at $41,000.</li><li>With options, our tester reached $65,045. We drove it on-road and off. </li></ul><p>There's a good reason why the 2022 <keyword id="12643489" type="UNKNOWN" weightage="60" keywordseo="genesis-gv70" source="Orion">Genesis GV70</keyword> has won so many awards, and this September, the title of Northwest Outdoor Activity Vehicle of the Year was added to its accolades. The 2022 GV70 also won best activity vehicle among compact and midsize luxury entrants at the same event — pretty impressive for an all-new SUV in the class.</p><p>The award comes from a group of automotive journalists who test drove 19 vehicles on a mini go-kart track and on an off-road course at Mudfest, an event thrown by the Northwest Automotive Press Association at the Ridge Motorsports Park in Shelton, Washington. Members have been testing SUVs and crossovers since the mid-1990s, and this year, I was one of them.</p><p>Genesis is Hyundai's relatively new luxury brand, and it does a good job of standing out. The 2022 GV70 sparks joy upon first sight, featuring Genesis' signature crest grille and a slick LED quad-headlight look. It's a new entry in the luxury compact-SUV class, and sits alongside the midsized GV80 in Genesis' SUV lineup.</p><p>(With automakers like Genesis, higher numbers often mean bigger cars — thus, the GV70 is smaller than the GV80.)</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="2333" width="3500" msid="88016383" hostid="261"></div><p>Drivers of the GV70 have two trims to choose from:</p><ul><li><strong>Genesis GV70 2.5T ($41,000, 22/28 mpg city/highway):</strong> The standard GV70 comes with all-wheel drive and a standard turbocharged 2.5-liter, four-cylinder engine paired with an eight-speed automatic transmission. Although a long list of tech features come standard, drivers can still upgrade certain features by adding features packages.</li><li><strong>Genesis GV70 3.5T ($52,600, 21 mpg combined):</strong> The GV70 3.5T has a 375-horsepower twin-turbo V6 engine. Drivers can still add the Sport Advanced package ($5,000) or the Sport Prestige package ($9,900) to access more options, which include Nappa leather as well as more tech and safety features.</li></ul><p>At Mudfest, I drove a $65,045 GV70 3.5T Sport Prestige model (with a burgundy matte paint job for an extra $1,500), which runs on the 375-horsepower V6. With this engine, the GV70 can earn about 19 mpg in the city and 25 mpg on the highway, or 21 mpg combined, according to the EPA.</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="3500" width="2800" msid="88016384" hostid="261"></div><p>The 3.5T Sport Prestige model features Nappa leather upholstery, a heated steering wheel, Lexicon speakers, extra safety features, and an electronic limited-slip differential, as well as a 14.5-inch HD screen with navigation, surround-view and blind spot monitoring — and my personal favorite, a convenient head-up display that shows your mpg focused at infinity in the driver's view through the windshield.</p><p>On the first day of the on-pavement go-kart test drive, the Genesis GV70 was my top pick among the compact and midsize luxury utility vehicles.</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="2333" width="3500" msid="88016386" hostid="261"></div><p>Driving the GV70 on the pavement mini go-kart track, I had an extraordinary experience — especially with the convenient paddle shifters. The ride and handling was pleasant and the brakes were decent, helping me navigate around the tight pavement track with ease. The GV70 treated me with a courteous responsiveness in its agile steering around tight corners, careful but not harsh braking, and peppy acceleration. </p><p>The GV70 sits low compared to others in the class, not needing a stair-step to reach the driver's seat. The hood also offers reasonable visibility from the driver's seat, unlike other SUVs and trucks. In the back, the roof dips stylishly into a hatchback-style trunk, almost like a coupe. A panoramic roof and 21-inch sport alloy wheels — which have crest features matching the grille — add to the appeal.</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="2333" width="3500" msid="88016387" hostid="261"></div><p>In a mock-autocross event, the GV70 navigated around all cones with dexterity. The GV70's suspension is controlled electronically, and the Genesis has the ability to direct as much or as little power needed to each individual wheel. However, the drive-mode select feature offers custom mode settings, allowing motorists to customize — and save — preferential settings for the engine, transmission, steering, suspension, and all-wheel-drive system settings.</p><p>On the second day, this Genesis really shone on the off-roading course.</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="2333" width="3500" msid="88016389" hostid="261"></div><p>Off-pavement, the GV70 handles with grace, and the capability is very reasonable. I was comfortable, safe, grounded, and in control over a dirt hill, around a steep corner, and over an obstacle of logs in the sturdy GV70.</p><p>Drivers of the GV70 are going to find the cabin pleasant and enjoyable, as well as the driving experience — the driver's seat has a 16-way power adjustment and a four-way power lumbar adjustment with an ergonomic motion seat, and an integrated memory seat with smart posture care so you can position yourself perfectly over the pedals. The front seats are both heated and ventilated, and a wireless device charge and fingerprint recognition, as well as Apple CarPlay and Android Auto, make the cabin experience luxuriously enjoyable.</p><div type="image" title="The 2022 Genesis GV70 at Mudfest." height="2800" width="3500" msid="88016390" hostid="261"></div><p>The commodious, tech-packed cabin successfully hushes road sounds, and the well-made materials are impressively high-quality, ultimately giving a roomy, opulent, and modern interior vibe.</p><p>Overall while driving the 2022 Genesis GV70, I had a comfortable driving experience in one of the nicest interiors in the class. The 2022 GV70 impressed on the pavement go-kart track, handling with a pleasant ease, and even provided a grounded, safe, insulated feel while navigating the off-roading course.</p>

Review: I drove the $65,000 Genesis GV70 SUV on pavement and off-road — and it was incredible all around

<ul class="summary-list"><li>I spent a day testing the updated <keyword id="88496" type="ORGANIZATION" weightage="60" keywordseo="Porsche-Panamera">Porsche Panamera</keyword>, in Turbo S trim. It's the best Panamera I've ever driven.</li><li>My 2021 model year car had a 620-horsepower, twin-turbo V8 under the hood.</li><li>The interior combined sporty minimalist with effortless luxury — and some surprisingly decent cargo capacity.</li><li><keyword id="45673" type="CITY" weightage="60" keywordseo="Porsche">Porsche</keyword> is absolutely killing it with all its redesigned and revamped models, so I shouldn't have been too shocked.</li></ul><p>I've never been what you might call a Porsche Panameraista. A <a href="https://www.businessinsider.com/porsche-911-turbo-s-review-photos-features-verdict-2020-4">911-ista</a>, to be sure. A <a href="https://www.businessinsider.com/porsche-cayenne-coupe-review-photos-features-verdict-2020-5">Cayenneista</a>, most definitely. More recently, <a href="https://www.businessinsider.com/porsche-718-spyder-review-photos-2020-7">even a Spyderista</a>. But the Panamera has always been my least favorite Porsche, taking a back seat to even the Macan SUV.</p><p>I'm especially ambivalent about the V8-powered Pana: I'd rather have the six-banger, which has always felt lighter in my hands. Still, I approached the 2021 Panamera Turbo S — the mightiest sedan in the Panamera lineup — with an open mind, when Porsche let me borrow a Euro-spec version of the updated four-door for a one-day evaluation. </p><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2592" msid="78385821" hostid="261"></div><p>And dang-it if the car didn't have me within seconds. Three seconds, to be precise, which is all that was required for the Turbo S to blast from 0-60 mph. I was slightly north of that barrier in my testing, which you could chalk up to my laying off the throttle a tad. Floor it and Porsche says you'll post a 2.9-second run.</p><p>All is forgotten, Panamera Turbo S! This is a staggeringly good — nay, great — effort from Stuttgart. I can finally sign on to spending $180,000 (more or less where the car should be priced, before extras, when it goes on sales in the US early next year) for a big 'ole cruiser with the heart and soul of a supercar.</p><h2>The 2021 Porsche Panamera Turbo S: 602-horsepower in a luxurious package</h2><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2304" msid="78385824" hostid="261"></div><p>Porsche is revamping much of its lineup, so since last year I've been able to <a href="https://www.businessinsider.com/porsche-cayenne-coupe-turbo-gts-911-718-spyder-ranked-2020-7">drive more of the company's vehicles in a row than ever before</a> — ranging from the 911 Turbo S to the Panamera Turbo S — and can say the automaker is just flat-out killing it. Every car is the best it's ever been. The Panamera Turbo S was my first taste of a refresh to the second-generation of the lineup, and it tasted very, very good.</p><p>So what's new for 2021? Well, the Turbo trim has been eased out, with the Turbo S now sitting a notch below the Turbo S E-Hybrid, a plug-in that's forthcoming in Porsche's revamp of the model. The V8 engine is an improved, twin-turbocharged, 4.0-liter mill that makes 620 horsepower with 604 pound-feet or torque and zowie! do you feel it.</p><p>"Crap, this thing is fast," I heard myself mutter whenever I punched it. I punched it often.</p><div type="image" title="2021 Porsche Panamera Turbo S" height="1495" width="1993" msid="78385827" hostid="261"></div><p>In fact, all you want to do with the Panamera Turbo S is punch it. Admittedly, the 550-horsepower Panamera Turbo that helped the car win our <a href="https://www.businessinsider.com/porsche-panamera-is-business-insider-2017-car-of-the-year-2017-11">Business Insider Car of the Year award in 2017</a> was also addictively punchable. But I thought it was sort of over-muscled, as a sports sedan. Not so the Turbo S. The extra 70 ponies knocks a half-second off the 0-60 mph sprint and gives this car a savagely engaging quality. </p><p>The fastest Panamera once bugged me in a bad way. The new fastest Panamera now scares me in a good way.</p><h2>Yeah, but how does it look?</h2><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2304" msid="78385830" hostid="261"></div><p>My tester car arrived wearing a <em>different</em> but compelling "Papaya Metallic" paint job, and after the immediate shock of seeing an orange Porsche in the driveway, I grooved on the color, especially when some late-September golden light of sunset hit the vehicle and made it glow like the Great Pumpkin.</p><p>All right, I doubt many customers are going to select the autumnal tone, but this close to Halloween, it struck me as appropriate. </p><div type="image" title="2021 Porsche Panamera Turbo S" height="1726" width="2301" msid="78385831" hostid="261"></div><p>The Panamera Turbo S's front end has been tweaked, but it still suffers from having to embrace the infamous Porsche bug-eyed headlamp design, even if the headlamps, with the quad-point running lights, are mad LED coolness. The back end is better than what we saw when the Panamera burst onto the scene a decade ago, but it's still a Panamera back end. </p><p>In short, well, you don't buy a Porsche because it looks great. And you certainly don't buy a Panamera for aesthetics. </p><h2>Better on the inside</h2><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2592" msid="78385836" hostid="261"></div><p>My Turbo S came outfitted with simple black leather upholstery, but the simplicity was deceptive. The front seats were 18-way-adaptive units, heated and supple, complete with adjustable bolstering. The rears were equally well-crafted, with their own climate controls. Above them all was a dual-pane moonroof.</p><p>Glossy piano-black surfaces, carbon-fiber trim, and beautifully machined controls shared the space with a multifunction GT steering wheel, also heated, that featured a drive-mode controller with a boost mode that pulls out all the stops on the twin-turbos for short bursts of fury.</p><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2592" msid="78385838" hostid="261"></div><p>The instrument cluster is an analog-digital rendering of the famous Porsche five-gauge setup, and for my tester, a Sport Chrono package brought a lovely stopwatch to the center of the dashboard.</p><p>So while I have all the predictable complaints about the Panamera Turbo S on the outside, when tucked into the cockpit, I become an enthusiast. One feels both incredibly purposeful at the wheel — It's time to drive! — and coddled by an interior of abundant, yet never excessive, luxury.</p><p>And you get nearly 17 cubic feet of cargo area under the hatch, so the Panamera provides some surprising versatility for a vehicle with supercar performance specs.</p><h2>Technology that's keeping up with the times</h2><div type="image" title="2021 Porsche Panamera Turbo S" height="1728" width="2304" msid="78385843" hostid="261"></div><p>Porsche's infotainment system is thoroughly familiar to me now, and it adds quite a bit to an interior experience. It's essentially the same system that's in other Porsche's I've tested. </p><p>Running off a large central touchscreen, it handles Bluetooth device pairing and USB connectivity, and the GPS navigation was reliable, although I barely used it. </p><div type="image" title="2021 Porsche Panamera Turbo S" height="1569" width="2092" msid="78385851" hostid="261"></div><p>My Turbo S came with an impressive 14-speaker, 710-watt Bose audio system that sounded superb. Bose setups handle a wide range of music, and the system in the Panamera produced a rich and, as you might expect loud listening experience.</p><h2>The Verdict: Ain't cheap, but if you have to ask ...</h2><div type="image" title="2021 Porsche Panamera Turbo S" height="1087" width="1450" msid="78385854" hostid="261"></div><p>I didn't have enough time to properly thrash the Panamera Turbo S, but I did drive it in a spirited manner, and let me tell you, for a potentially well-optioned $200,000 sticker price, you'd be hard-pressed to find a more exhilarating sedan. (And I was coming off an Audi S7 test that already had me agog over what the VW Group can do with a four-door.) </p><p>The Panamera Turbo S is just hypnotic: so fast in a straight line, so planted in the corners, so confidence-boosting coming out of them, with a blissfully smooth-shifting eight-speed dual-clutch transmission sending succulent slabs of power from that roaring V8 to the absurdly capable all-wheel-drive system. </p><div type="image" title="2021 Porsche Panamera Turbo S" height="1444" width="1925" msid="78385859" hostid="261"></div><p>The extra horsepower over the V8 Panameras I'd previously driven made all the difference. Something special happens when you cross that 600 hp barrier. The car no longer felt bulky — the oomph made it light. But that was an illusion, because it was just the physics adding intensity, and with it the sense that I could ask more from the chassis and suspension.</p><p>Sometimes, a fine machine just leaves me without much to say. That's what happened with the 2021 Panamera Turbo S. As I was driving my daughter home from a friend's house at the end of my day with the vehicle, the verdict arrived. </p><p>"What do you think?" she asked.</p><p>"Such a good car," was all I needed to say.</p>

FIRST DRIVE REVIEW: The new Porsche Panamera Turbo S has finally won me over with its glorious combination of power and style

<ul class="summary-list"><li>The Urus is <keyword id="75789" type="COMPANY" weightage="60" keywordseo="Lamborghini">Lamborghini</keyword>'s first modern SUV and is already the automaker's most popular model.</li><li>The reason behind its popularity is obvious; it's a practical Lamborghini.</li><li>The base price of my Urus loaner was $218,009. After options, it came to $272,193.</li></ul><p>The <a href="https://www.businessinsider.com/lamborghini-urus-review-features-photos-2019-5">Lamborghini Urus</a> greets you like a punch to the eyes. As it should.</p><p>When Lamborghini launched the production version of its Lamborghini-ified SUV <a href="https://www.evo.co.uk/lamborghini/13233/new-lamborghini-urus-suv-revealed-in-full-due-in-2018">at the end of 2017</a>, <a href="https://preview.thenewsmarket.com/Previews/lamb/DocumentAssets/493417_v2.pdf">it called the Urus</a> the "world's first super sport utility vehicle." It was a bold claim, marrying two terms that didn't seem like they had any business fraternizing with each other. </p><div type="image" title="2021 Lamborghini Urus._KL_49" height="1667" width="2500" msid="81672266" hostid="261"></div>But Lamborghini pulled the job off spectacularly. <p>Defining characteristics of supercars typically include unmistakable presence, outlandish design, and monstrous power; the Urus has it all. It is laughably gargantuan in every way - a paper sketch of cartoonish superlatives brought to 3D life. Standing next to it is like standing next to a pointy house.</p><div type="image" title="2021 Lamborghini Urus._KL_30" height="3750" width="2500" msid="81672272" hostid="261"></div>Enormous, puffed up fenders - sheltering up to 23-inch (!!) wheels - flank a wide, gaping maw of a front grille. Massive 10-piston front brake calipers obscure part of the <a href="https://preview.thenewsmarket.com/Previews/lamb/DocumentAssets/493417_v2.pdf">17.3-inch brake rotors</a> - some of the largest offered on any production car. <p>Underneath, though, it rides on Volkswagen's MLB Evo platform. And because Volkswagen owns Lamborghini, <a href="https://www.autoweek.com/car-life/diy/a30944007/how-things-move-and-why-family/">that same platform also shows up</a> in the Bentley Bentayga, Audi Q7 and Q8, and Porsche Cayenne and Cayenne coupe.</p><div type="image" title="Lamborghini Urus._OEM3" height="1618" width="2500" msid="81672285" hostid="261"></div>The Urus' 4.0-liter, twin-turbocharged V8 is also <a href="https://www.evo.co.uk/lamborghini/13233/new-lamborghini-urus-suv-revealed-in-full-due-in-2018">the same one found</a> in the Porsche Panamera Turbo and Cayenne Turbo. Though, in this application, it's been reworked to hilariously produce a claimed 650 horsepower and 627 pound-feet of torque. With an estimated 190-mph top speed and a 0-to-62-mph sprint of 3.6 seconds, the Urus' resume is indisputably one of a super SUV. <p>If you live near or frequent a racetrack, my professional advice would be to <a href="https://jalopnik.com/the-2019-lamborghini-urus-drives-like-the-vengeful-king-1831173624">take your Urus there</a>. Even if it's just once. Yes, the Urus is heavy, weighing in at <a href="https://www.caranddriver.com/lamborghini/urus">some-5,300 pounds</a> - or about two Honda Civics. But to wrangle all of that weight, everything else got beefed up, too. The power, four-wheel drive, suspension system, and brakes all work together as an impenetrable team to keep the heavy body in check.</p><div type="image" title="2021 Lamborghini Urus._KL_26" height="1667" width="2500" msid="81672290" hostid="261"></div>The result? You'll feel the Urus bend the laws of physics as you hammer it into corners and when the permanent four-wheel-drive system claws it back out again with more ferocity than any SUV that size has a right to. In track mode, there's shockingly little suspension lean. Those giant brakes aren't just for show, either; they scrub speed almost like a reverse thruster.<p>Around town, the Urus drives far less dramatically than its shouty exterior would suggest. (It <em>is</em> a big, expensive Audi underneath, remember.) There's just a lot to keep track of: the vast hood extends down past your sight line and rear visibility isn't the best. And knowing that you're rolling around on giant wheels and low-profile (see also: thin) tires, you take pains to be extra careful when maneuvering in tight spaces, lest you curb something.</p><div type="image" title="Lamborghini Urus._OEM1" height="1667" width="2500" msid="81672295" hostid="261"></div>In the Urus' most comfortable driver setting, the easygoing suspension doesn't shake you to bits like it would in a pure supercar and the steering remains deceptively light for how large the SUV is. The eight-speed automatic gearbox is smooth, but learning to modulate the brakes for fluid stops did take a little getting used to since they tended to grab more forcefully at the top of the pedal travel.<p>After spending a weekend with the Urus largely tooling around the suburbs, I got the sense that the big Lamborghini is perfectly happy to do low-speed stuff despite the available 650 horsepower on tap. It doesn't feel impatient or frustrated with sitting in traffic or waiting for lights to turn green, and it's roomy enough that rear passengers have plenty of space. No wonder my friends in Los Angeles say they're a dime a dozen.</p><div type="image" title="2021 Lamborghini Urus._KL_16" height="1667" width="2500" msid="81672300" hostid="261"></div>Poke the bear (the throttle) even a little bit, though, and the Urus' brutality busts free. With a snarling V8 exhaust note filling the cabin, the SUV leaps forward with the savagery of a two-ton cannonball. Whomever you're trying to pass in that moment will become a tiny speck of distant memory in no time.<p>Old Italian supercars are well-known for their "quirkiness" - a word that in reality means "flawed" and "poorly designed" but was adopted by car enthusiasts to justify their purchases. Electronic gremlins, mysterious leaks, and frequent breakdowns have a reputation of plaguing them, but the most masochistic of owners will merrily tell you that's just part of the ownership experience. </p><div type="image" title="2021 Lamborghini Urus._KL_19" height="3750" width="2500" msid="81672311" hostid="261"></div>The Urus, though technically an Italian supercar (OK, OK, an Italian super-SUV with modern German internals from Volkswagen) does away with sacrifices you'd have to make if you wanted a traditional supercar. It's comfortable, practical, and doesn't drive like it's being held together by tree sap and dreams. But there are two quirks I'd like to point out. <p>The first: Putting the Urus in reverse or park is controlled by the big Tamburo drive-mode selector. Putting it into drive, however, involves you pulling on the right gear-change paddle. And unfortunately, because the paddles are wheel-mounted and not steering column-mounted, they move when you turn the wheel. </p><p><strong><div type="image" title="2021 Lamborghini Urus._KL_2" height="1667" width="2500" msid="81672318" hostid="261"></div></strong>Think of performing a multi-point turn. You need to reverse, inch backward, cut the wheel, put it in drive, cut the wheel some more, and inch forward. At some point in there, everyone needs to put the car back in drive while the wheel is turned. And owing to the Urus' design quirk, you might need to search along the steering wheel for the correct paddle before being able to do so. </p><p>The second: It's hard not to notice <em>how many</em> similarities the Urus shares with an Audi. The two have the same dashboard fonts, door lock chime, the same haptic feedback on the infotainment touch screen, and similar fuel gauge counters. Open the trunk for the spare tire and jack and you'll find that everything is stamped with the Audi logo.</p><div type="image" title="2021 Lamborghini Urus._KL_1" height="1667" width="2500" msid="81672324" hostid="261"></div><div type="image" title="2021 Audi RS 6 Avant.KL_153" height="1875" width="2500" msid="81672329" hostid="261"></div>This feeling carried over to the way the Urus drove. Don't get me wrong, I thought it did the job extremely well. But if you were to cover up all the Lamborghini logos everywhere and tell me I was driving an Audi, I'd be none the wiser. <p>Save for the occasional bursts of acceleration and this side of a closed-course racetrack, the Urus didn't strike me as transcendent the way a $272,000 car should have. </p><div type="image" title="2021 Lamborghini Urus._KL_10" height="1667" width="2500" msid="81672334" hostid="261"></div>But I also understand that this is very much a Me Problem; <a href="https://preview.thenewsmarket.com/Previews/lamb/DocumentAssets/576709.pdf">the 4,391 people who bought</a> Uruses (Uri?) last year clearly disagreed, and that's just fine. For anyone keeping track, the Urus accounted for 59% of Lamborghini's overall sales of 7,430 cars in 2020.<p><a href="https://www.businessinsider.com/lamborghini-urus-lambo-sales-year-photos-specs-supercar-2020-3">More than half</a> of all the cars the Italian automaker sold in 2019 were also Urus <keyword id="60427" type="ENTERTAINMENT" weightage="60" keywordseo="SUVs">SUVs</keyword> - meaning that with a roughly <a href="https://preview.thenewsmarket.com/Previews/lamb/DocumentAssets/493417_v2.pdf">$200,000 starting price</a>, customers spent more than $1 billion on them that year.</p><div type="image" title="2021 Lamborghini Urus._KL_50" height="3750" width="2500" msid="81672340" hostid="261"></div>This is not to say that there aren't other opulent SUVs, because there are. Rolls-Royce makes the Cullinan, Bentley has the Bentayga, and Aston Martin's got the DBX. But of the bunch, the Urus is the most obvious pick for supercar fanatics. <p>The Urus is the brashest. The boldest. It's definitely the most powerful, truly deserving of the title of a super SUV. Among all the SUVs, it's deservedly crowned king.</p><div type="image" title="2021 Lamborghini Urus._KL_28" height="1667" width="2500" msid="81672345" hostid="261"></div>Thanks to Volkswagen ironing out those traditional Italian supercar-isms and "quirks," the Urus is ideal for those seeking the flashy and ostentatious in a comfortably practical SUV. Despite feeling like an Audi underneath to me, the starting price and Lamborghini branding only elevates the Urus' status - which is the whole reason you buy one of these things to start with.<p style="text-align: center;">♦♦♦</p><div type="image" title="Lamborghini Urus._OEM4" height="1667" width="2500" msid="81672349" hostid="261"></div><div type="image" title="Lamborghini Urus._OEM9" height="1667" width="2500" msid="81672356" hostid="261"></div><div type="image" title="Lamborghini Urus._OEM10" height="1667" width="2500" msid="81672364" hostid="261"></div><div type="image" title="Lamborghini Urus._OEM7" height="1667" width="2500" msid="81672369" hostid="261"></div><div type="image" title="Lamborghini Urus._OEM6" height="1667" width="2500" msid="81672379" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_13" height="3750" width="2500" msid="81672386" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_4" height="1667" width="2500" msid="81672389" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_3" height="1667" width="2500" msid="81672390" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_44" height="3750" width="2500" msid="81672392" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_36" height="3750" width="2500" msid="81672395" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_43" height="1667" width="2500" msid="81672398" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_7" height="1666" width="2500" msid="81672405" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_6" height="1667" width="2500" msid="81672407" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_5" height="3750" width="2500" msid="81672413" hostid="261"></div><div type="image" title="2021 Lamborghini Urus._KL_17" height="3750" width="2500" msid="81672416" hostid="261"></div>

Review: The $272,00 Lamborghini Urus is king of the SUVs, but it's missing some magic

<ul class="summary-list"><li>I tested a 2020 <a href="https://www.businessinsider.com/category/audi">Audi</a> S7, a suave fastback luxury sedan that was priced at a well-optioned $89,990, just slightly higher than the already well-optioned base of $83,900.</li><li>The updated S7 has lost a V8 engine choice, but a 444-horsepower, twin-turbo V6 is a perfectly satisfying alternative.</li><li>The S7 also has one of the best technology packages in the auto industry.</li><li>I couldn't find anything to dislike about the <keyword id="6363321" type="ORGANIZATION" weightage="60" keywordseo="audi">Audi</keyword> S7 — and the car remains a standout in the upscale four-door market.</li></ul><p>Sedans are supposed to be over, at least in America. Even in the luxury market, the creeping conventional wisdom goes, buyers want SUVs. But that overlooks something obvious: automakers are offering more good luxury sedans than ever before, along with plenty of great ones.</p><p>The Audi S7 is in that company and the word that came to mind while I drove all over the New York and New Jersey suburbs, with a road trip thrown in, was "magnificent." But <em>qualified</em> magnificent. The S7 is subtle, but if you like your four-doors to hint at grandeur without actually overdoing it, this Audi is a worthwhile reward for a life well-lived.</p><div type="image" title="Audi S7" height="1500" width="2000" msid="78477198" hostid="261"></div><p>The S7 is the jazzier version of the A7, which itself is a fastback iteration of the A6, the core sedan in Audi's lineup. You can also step up to the RS7, which gives you a bigger motor — a V8, an option no longer available for the S7 — and a whiff of Porsche-ness, given that this platform shares a stable with the Panamera on the VW ranch. </p><p>At $89,990 (as-tested), the S7 is expensive, but as far as the overall luxury saloon realm is concerned, the S7 is what I'd call "not too," as in "not too fast," "not too fancy," and "not too sporty." The S7 is a car for somebody who has made it but isn't interested in showing off, but who likes a bit of speed and wants to point the front end at a corner and have some fun.</p><p>And given that one could spend well over $90,000 for other cars aimed at such a customer, I'd also say the S7 is "not too" pricey, in its context.</p><h2>A great-looking set of wheels</h2><div type="image" title="Audi S7" height="1500" width="2000" msid="78477199" hostid="261"></div><p>Like most big Audi sedans, the S7 is extremely appealing. My "Navarra Blue Metallic" tester was gorgeous, and the "Rotor Gray" interior cooperated with the exterior tones to make for a dynamite package. I go round and round with fastbacks: Most of the time, I think the smooth curve from the windshield to hatch is the way to go, but then I look around and see almost every sedan adopting the basic form, and I long for a simple, flat trunk lid.</p><p>Not so with the S7. The fastback treatment gives this car a sense of ceaseless motion from front to rear. The whole design suggests effortless flow. Declaring the S7's styling "tailored" is a clichéd expression of bespoke sheet metal (complete with a $1,750 "Black Optic" exterior package), but here the cliché is apt. The 21-inch wheels, with a "V" design, were the ideal finishing touch. </p><div type="image" title="Audi S7" height="1171" width="1561" msid="78477202" hostid="261"></div><p>Standing still, the S7 comes off as planted, but ready to leap into action. For me, the S7 is too large to be a true sports sedan, but it's not excessively plushed-out for executive limo duty. The image that consistently occurred to me was of a former Olympic-level downhill skier, retired and moved to a successful post-jock phase, but still capable of tackling some tough mountains.</p><h2>The turbo V6 is dandy</h2><div type="image" title="Audi S7" height="1082" width="1442" msid="78477204" hostid="261"></div><p>Providing motivation is a 2.9-liter, twin-turbocharged V6, making 444 horsepower with 443 pound-feet of torque (I wondered if the actual measurement was 443.49 and therefore wasn't rounded up to the optically alluring 444 pound-feet, to match the horsepower, a completely Germanic decision). The power is piped to the legendary Audi Quattro all-wheel-drive system through a crisp-shifting eight-speed automatic, with paddles for manual mode. </p><p>There's also an electric, 48-volt, forced induction unit added to the drivetrain, a kind of on-demand hybrid that improved turbocharger performance. My 0-60 mph assessment yielded about 4.5 seconds, plenty fast for this kind of car. Fuel economy, burning premium, is fair: 28 mpg highway, 18 city, and 22 combined, according to the EPA.</p><div type="image" title="Audi S7" height="1028" width="1371" msid="78477207" hostid="261"></div><p>I drove the S7 to the Catskills and back, a journey of about 250 miles round trip, and even with some puttering around our suburban New Jersey test center, I didn't drain the tank. That isn't to say that the S7 is economical to operate. But for a sedan organized around the values of power and torque and all-wheel-drive, I was surprised.</p><h2>Basically perfect on the inside</h2><div type="image" title="Audi S7" height="1500" width="2000" msid="78477209" hostid="261"></div><p>On the inside, the S7 is comfortable without being smushy and suave without needless bling. Some diamond-shaped quilting on the Valcona leather upholstery and a bit of elegant ash-wood trim was all that proclaimed the four-door's tax-bracket aspirations. Otherwise, the now-familiar Audi attitude that less is more was on exhibit. Except with the cargo hold, which boasts a considerable 25 cubic feet.</p><div type="image" title="Audi S7" height="1500" width="2000" msid="78477212" hostid="261"></div><p>From the perforated, topstitched leather of the multifunction steering wheel to the roomy yet not capacious rear seats to the panoramic moonroof, the S7 made me feel like I usually do in an Audi sedan: successful, but in no mood to make a fuss about it. BMWs work hard to convince me that I'm a better driver than I am, and Mercedes cocoon me in sumptuous materials, but Audis take a form-follows-function approach and consider how I might best interface with the machine.</p><p>That doesn't mean the S7 lacks anything on the visceral front, but I'll get to that in a second. For the moment, let's dig into the tech, a defining aspect of this Audi and representative of the brand's thinking about gadgetry.</p><h2>The best tech in the business</h2><div type="image" title="Audi S7" height="1500" width="2000" msid="78477215" hostid="261"></div><p>The S7 combines Audi's MMI infotainment system with its "Virtual Cockpit" feature, enabling the driver to transform the digital instrument cluster into a large, customizable display. I like to set the view to the GPS map function so that my route is right in front of me.</p><p>The central infotainment touchscreen is big and responsive, and below it is a secondary touchscreen that can handle climate control duties and transform into an input interface for other functions. I've experienced this layout before, but the S7 was my first crack at using a fingertip-stylus technique to send the navigation system instructions, and I discovered that it both works well and doesn't require the driver to take his or her eyes off the road. You can scribble and steer and the system figures it out.</p><div type="image" title="Audi S7" height="1500" width="2000" msid="78477216" hostid="261"></div><p>Beyond that, my S7 provided easy Bluetooth pairing, USB connectivity for devices, wireless charging, and a Bang &amp; Olufsen premium audio system that sounded exceptional in the Audi's environs. For what it's worth, Audi's system won our Infotainment System of the Year award twice in a row, so it's always been a standout. And if for whatever reason you don't like it, then there's always Apple CarPlay or Android to fall back on.</p><h2>A smooth cruiser that can raise the blood pressure at the push of the button</h2><div type="image" title="Audi S7" height="1503" width="2000" msid="78477218" hostid="261"></div><p>The upshot with the Audi S7 is that I wouldn't call this car youthful, but having an "S" rather than an "A" in its moniker and bringing some satisfying "Sportback"-ness (Audi's term for fastbacks) to the party makes the sedan far from stodgy. </p><p>Is that enough for discerning drivers of significant means? I'd say so, and because the S7 is so well-executed, stem to stern, the car ends up being sort of addictive. I wasn't thrilled to fire it up whenever I punched the start-stop button, but I looked forward to getting the rubber on the road and savoring the S7's freeway-cruising prowess that, with a flick of the drive-mode selector, could shift to curve-wrangling enthusiasm for spirited driving. </p><p>I couldn't find anything, really, to complain about, apart from the S7's extreme composure: if you'd like your car to, when asked, to give you a kick in the pants, the S7 isn't what you want. But let me tell you, it's easy to outgrow instability, no matter how thrilling. And if you think the Audi S7 is going to be all mellow and mannered, think again.</p>

REVIEW: The Audi S7 is just about the closest thing to luxury sedan perfection that almost $100,000 can buy

<ul class="summary-list"><li>The 2021 <keyword id="13181456" type="UNKNOWN" weightage="60" keywordseo="kia-sorento" source="Orion">Kia Sorento</keyword> <keyword id="11964156" type="UNKNOWN" weightage="60" keywordseo="suv" source="Orion">SUV</keyword> debuted with all-new looks, switching from a rounded body to a boxy one.</li><li>The new Sorento starts at $29,590 and lets buyers option it into the $40,000 range.</li></ul><p>A couple of hours after a new <keyword id="6372046" type="UNKNOWN" weightage="60" keywordseo="kia" source="Orion">Kia</keyword> Sorento X-Line arrived at my house, I was still squinting at it. Either my eyes were the problem or my brain was, but I couldn't tell which. </p><div type="image" title="A slate green Kia Sorento X-Line." height="2940" width="5184" msid="89598767" hostid="261"></div><p>My neighbor walked outside and yelled hello.</p><p>"Hi!" I said back. With both hands on my hips like a suburban dad checking out the landscaping, I removed one to point at the SUV. "Is this thing gray or green?"</p><p>"Green?" they said. "I think it's green."</p><p>"Hmph," I nodded. "I guess so."</p><div type="image" title="A slate green Kia Sorento X-Line." height="1595" width="2853" msid="89598770" hostid="261"></div><p>Gray will forever rank among white, silver, and black as one of the safest <keyword id="11897278" type="UNKNOWN" weightage="60" keywordseo="car" source="Orion">car</keyword> colors on the market, and one of the most chosen. But green? Green paint made me look at this Sorento in a new light, even if it was so understated that I could barely tell it was green at all. It's a safe choice, but with the beauty of a more distinct one.</p><p>That's a good metaphor for the Sorento: a safe way to stand out in a sea of <keyword id="11964155" type="UNKNOWN" weightage="60" keywordseo="suvs" source="Orion">SUVs</keyword>. </p><h2><strong>The Sorento: new, boxy looks and a lot of options</strong></h2><p>The Sorento debuted for the 2021 model year with a completely new design: boxy and tough, as opposed to its rounder predecessor. The SUV starts at $29,590 and has eight trims. The bottom three trims — the LX, S, and X-Line S — have a 191-horsepower engine and an eight-speed automatic transmission. </p><div type="image" title="The Kia Sorento X-Line's black and caramel interior." height="698" width="2080" msid="89598773" hostid="261"></div><p>The top five trims feature a 281-horsepower engine and an eight-speed dual-clutch automatic transmission. You can read about the transmission differences <a href="https://www.autoguide.com/auto-news/2015/03/should-you-buy-a-car-with-a-dual-clutch-transmission-.html">here</a>. </p><p>The trims and prices for 2022 are as follows. My loaner came from the top trim: the X-Line SX Prestige AWD.</p><ul><li><strong>Sorento LX ($29,590):</strong> front-wheel drive, body-color rear-view mirrors and door handles, high-beam assist, 17-inch alloy wheels, an eight-inch touchscreen, Android Auto, Apple CarPlay, cloth seat trim, manually adjustable front seats, forward collision-avoidance assist, lane-departure warning, lane-keep assist, and driver-attention warning</li><li><strong>Sorento S ($32,390):</strong> adds gloss-black rear-view mirrors and handles, 18-inch alloy wheels, a 10.25-inch touchscreen, voice recognition, navigation, a power-adjustable driver's seat, heated front seats, a leather-wrapped steering wheel and gear shifter, and additional safety features like blind-spot collision-avoidance assist</li><li><strong>Sorento X-Line S AWD ($34,390):</strong> swaps in <a href="https://www.motortrend.com/features/awd-vs-fwd-vs-rwd-which-wheel-drive-is-best/">all-wheel drive</a> and appearance tweaks</li><li><strong>Sorento EX ($35,490):</strong> front-wheel drive; adds LED fog lights, a wireless phone charger, and highway-driving assistance technology</li><li><strong>Sorento X-Line EX AWD ($39,190):</strong> swaps in all-wheel drive and appearance tweaks, such as 20-inch alloy wheels</li><li><strong>Sorento SX ($38,290):</strong> front-wheel drive; adds full-LED headlights, 20-inch alloy wheels, a power-adjustable front passenger seat, and appearance tweaks</li><li><strong>Sorento SX Prestige ($41,190): </strong>front-wheel drive; adds power-folding outside mirrors, genuine leather seat trim, heated rear seats, ventilated front seats, a heated steering wheel, additional driver-assistance features, and a surround-view camera that shows 360-degree view around the car</li><li><strong>Sorento X-Line SX Prestige AWD ($43,190): </strong>swaps in all-wheel drive and appearance tweaks</li></ul><p>The 2022 Kia Sorento got top crash ratings in every category from the Insurance Institute for Highway Safety. The full-LED headlights on trims with "SX" and "SX Prestige" in their names received the IIHS' highest safety ratings, but the headlights on every other trim received its lowest. </p><div type="image" title="A slate green Kia Sorento X-Line." height="2619" width="4751" msid="89598775" hostid="261"></div><p>The IIHS said visibility was inadequate all around on the trims with poor headlights. </p><h2><strong>What stands out: </strong>S<strong>tyling and comfort</strong></h2><p>Much like its flaky, metallic green exterior paint, the Sorento's brown-and-black interior combination is beautiful. It gives off fireplace-in-a-winter-cabin vibes, and its mocha-colored seats and door panels perfectly mesh with its black accent pieces and warm wood trim. </p><p>The black trim pieces are soft but sturdy, the wood trim has a nice grain, and the stitching patterns in the leather — diamond on the seats and parallel stitch patterns on the doors — make the interior feel upscale. Look up and you'll find a panoramic sunroof, which only adds to the vibe. Look down and you can choose to heat or cool your front-row seat. </p><div type="image" title="A slate green Kia Sorento X-Line." height="2602" width="3863" msid="89598777" hostid="261"></div><p>The Sorento is whisper-quiet on the highway and has almost no road noise on rough surfaces. At 70 mph, wind noise is just a tiny swish. It's nice.</p><div type="image" title="The 2022 Kia Sorento with a black interior." height="2792" width="5311" msid="89598780" hostid="261"></div><p>Kia also has its digital dashboard figured out, with the driver's digital instrument cluster flowing perfectly into the center-mounted touchscreen infotainment system. The controls on the screens are intuitive, and the pockets in the center console below them are useful for a variety of things you might have in the car with you: keys, glasses, and other pocket-sized items.  </p><div type="image" title="A slate green Kia Sorento X-Line." height="2905" width="5125" msid="89598782" hostid="261"></div><p>The Sorento's second row, complete with theater seating that allows rear passengers to sit higher than those up front, is open and spacious. Its armrests can be put all the way down or set to the height you want, and the theater seating not only lets rear passengers feel more in control — they can see the road without leaning around the people in front, after all — but also more relaxed.</p><p>There's something about being able to see the world around you that makes you feel more at peace. </p><div type="image" title="A slate green Kia Sorento X-Line." height="3455" width="2640" msid="89598785" hostid="261"></div><p>Even the two-seat third row doesn't feel like an afterthought, with USB ports and cupholders complemented by good sound quality and room to stretch out. The raised floor to create theater seating in the second row does mean your feet will sit way higher than normal in the third, though, so stay out of there if you have bad knees. </p><div type="image" title="The 2022 Kia Sorento with a tan interior." height="5267" width="7900" msid="89598788" hostid="261"></div><h2><strong>What falls short: </strong>A <strong>forgettable driving experience</strong></h2><p>The flaws in the Sorento are minor, but they add up. </p><p>The car is fine to drive, but it isn't exactly fun. The steering is loose and light, and the gas pedal feels like a toy. It has barely any travel and falls lifelessly to the floor under a heavy foot, and if you leave it pressed all the way to the floor for a few seconds, there's barely any response before<em> whooooosh</em> — the car's turbocharger finally kicks in. It feels like a lifetime of waiting.</p><div type="image" title="A slate green Kia Sorento X-Line." height="2785" width="4912" msid="89598790" hostid="261"></div><p>While the car's brown tones blend beautifully together, they're marred by three things: piano-black accents, which are a magnet for dust and grime; a touchscreen that got so nasty and greasy, I became self-conscious of my own existence; and a light-gray headliner. Swap the piano black for something less disgusting — and the gray headliner for something that isn't so jarring, like brown or black — and the Sorento's interior becomes far more upscale than its price tag. </p><p>Unfortunately, Kia didn't do that. </p><div type="image" title="A slate green Kia Sorento X-Line." height="2499" width="4262" msid="89598793" hostid="261"></div><p>The Sorento only had 7,300 miles on it, yet I could already see little creases and stress marks in its diamond stitching on the second-row seats. I kept mistaking the drive-mode selector for a volume knob. The thick rear pillars made it hard to look over my shoulders and actually see anything. The second and third row needed more air vents.</p><p>And for a time, I thought the car was haunting me. </p><p>Let me explain. Remember when one day in <a href="https://www.eonline.com/news/1071481/remember-when-apple-forced-a-u2-album-on-us-all">2014</a>, a U2 album randomly showed up on everyone's iPhones? Well, I haven't known how to work iTunes since about 2011, so I never deleted it. Also, I didn't really care enough. </p><div type="image" title="A slate green Kia Sorento X-Line." height="4318" width="3071" msid="89598795" hostid="261"></div><p>About 90 seconds after I would get in the Sorento, that album would start playing if I had my phone selected as the media source. The Sorento wouldn't just let me take a bit of extra time to load Pandora or sit in silence with my own thoughts — no, no. My phone media was selected, and you bet it was going to automatically play the media on my phone, which consisted entirely of that free U2 album.</p><p>I would immediately fumble to a different music source every time. Sorry, Kia and U2.</p><h2><strong>Our impressions: An SUV that looks good and gets the job done</strong></h2><p>The more I looked at my green Sorento loaner, the more I admired it. It didn't scream for your attention, but it did keep it once you managed to notice. Its forest-green paint and brown interior are a beautiful combination, and its flaws aren't overwhelming. It's a good SUV. </p><div type="image" title="A slate green Kia Sorento X-Line." height="2446" width="4346" msid="89598799" hostid="261"></div><p>I'm sure my neighbor wasn't expecting to inspect the SUV in the driveway next door to decide whether it was green or gray. I wasn't, either. But once we decided, we couldn't help but appreciate the subtle joys of standing out from the crowd. </p><p>That's exactly what the Sorento was made for.</p>

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