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The new 2020 Porsche 911 Carrera S and 4S Cabriolet

443 horsepower, quicker top operation and optional PASM Sport Suspension available for the first time
Atlanta. Just weeks after the spectacular premiere of the eighth generation of Porsche 911 in Los Angeles, the latest generation of 911 Carrera S and 4S Cabriolet models are celebrating their debut. Featuring a solid glass rear window and integrated magnesium support elements, their automatic fabric top opens or closes in approximately 12 seconds at speeds of up to 31 miles per hour. Like the recently introduced Coupe models, both the 911 Carrera S and 4S Cabriolet now feature the wider body adopted from the previous generation 911 Carrera 4 and GTS models. The flat-six turbocharged engines make 443 horsepower in the S models. Power is delivered by a new eight-speed, dual-clutch transmission. Complementing the increase in engine performance, the PASM Sport Suspension featuring stiffer springs and sway bars as well as a 0.39 inch (10 mm) lower ride height is optionally available on the new 911 Carrera S and 4S Cabriolet models for the first time. Previously, it was only available for S and GTS Coupe models. Re-designed PASM dampers, optional Adaptive 18-way Sport Seats Plus with improved lateral support, and extended digital features all ensure greater comfort and everyday usability.

443 horsepower and 390 lb.-ft. of torque
The turbocharged flat-six engine of the 911 Carrera S and 911 Carrera 4S Cabriolet models benefits from the same upgrades implemented on the recently introduced Coupe models. Thanks to new piezo fuel injectors, larger turbochargers and a new layout for the charge air cooling system, the 3.0 liter twin-turbo engine now produces 443 horsepower. This corresponds to an increase of 23 horsepower compared with the previous model. Equipped with the 8-speed PDK dual clutch transmission as standard, the rear-wheel-drive 911 Carrera S Cabriolet needs just 3.7 seconds to reach 60 miles per hour from standstill, and the 911 Carrera 4S Cabriolet with all-wheel drive takes only 3.6 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage increases by a further 0.2 seconds with the optional Sport Chrono Package, to 3.5 seconds for the Carrera S Cabriolet and 3.4 seconds for the Carrera 4S Cabriolet. The top track speeds are now 190 miles per hour for the 911 Carrera S Cabriolet and 188 miles per hour for the all-wheel-drive version. A manual transmission will be offered at a later date.

Wider body, quick operating fabric top
The exterior design has been revamped and underlines the leap in performance of the new Porsche 911. Significantly wider wheel housings arch over large 20-inch front wheels and 21-inch rear wheels. At the front, the body width has increased by 45 millimeters (1.77 inches), making room for a wider front track. Correspondingly, the rear body width on the new 911 Carrera S Cabriolet has increased to 1,852 mm (72.91 in), the width of the previous 911 Carrera 4 and 911 GTS models. The 911 Carrera 4S Cabriolet retains this width from the previous generation all-wheel drive model. Flush integration of the electric door handles that extend outward when needed emphasizes the tapered and smooth side contour. Between the new standard LED headlights, the front luggage compartment lid with pronounced contours evokes the design of the first 911 generations. The rear is dominated by the significantly wider, variable-position rear spoiler and the seamless, elegant light bar which is now a feature on both two- and four-wheel drive variants. With the exception of the front and rear fasciae, the entire outer skin is now made of aluminum.
The fabric top is equipped with new hydraulics for smoother and quicker operation reducing the opening time to around 12 seconds. As before, the top is capable of being opened and closed at speeds of up to 31 miles per hour. An electric wind deflector reduces drafts during top down cruising.


The 2020 911 Carrera S Cabriolet has a base MSRP of $126,100, while the 2020 911 Carrera 4S Cabriolet will be offered starting at $133,400, each not including the $1,250 delivery, processing and handling fee. The models can be ordered now and are expected to reach U.S. dealers in late summer 2019.

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Large panoramic fixed glass roof fitted as standard, with a carbon fiber roof option
The new Cayenne Coupe comes with a large panoramic fixed glass roof as standard to create a sense of space. To protect occupants against sun exposure, there is also an integrated sunshade. For the first time, the Cayenne model line is also available with a carbon fiber roof as an option offered exclusively with the Coupe models. This option is available in one of the three lightweight sports packages. These packages also include the Sport Design features and new, weight-reduced 22-inch GT Design wheels, fabric seat centers in Pepita, and carbon fiber and Alcantara® accents in the interior. For the Cayenne Turbo Coupe, the package also includes a Sport Exhaust System.

Upgraded Standard Equipment
Building on the already well-equipped Cayenne, the new Coupe variants include upgraded standard equipment. Porsche Active Suspension Management (PASM), the Sport Chrono Package and 20-inch wheels are part of the starting MSRP of the standard model.

Comfort on the road with four sports seats
New for the Cayenne Coupe models, eight-way Sport Seats are standard equipment in the front. The new seats, which are similar to the 18-way Adaptive Sport Seats that are standard equipment in the Turbo model, offer generous lateral support and feature an integrated headrest. In the rear, the Coupe comes fitted as standard with a rear bench that has the characteristics of individual seats. Alternatively, the comfort rear seats – a familiar feature of the Cayenne – are available as a no-cost option. Rear passengers sit 1.18 inches lower than in the Cayenne, meaning there is plenty of headroom despite the vehicle’s sporty lowered silhouette. Cargo volume is 22 cubic feet and increases rises to 54.3 cubic feet with the rear seats folded. The Cayenne Turbo Coupe has 21.2 with the rear seats standing and 53.3 cubic feet of car-go area volume with them folded.

All Cayenne Coupe models will come with the Sport Chrono Package as standard equipment. Two high-performance engines are available at market launch. The Cayenne Coupe features the same 3.0-liter mono-turbo V6 as the standard Cayenne, generating 335 hp (250 kW) and maximum torque of 332 lb.-ft. It achieves the 0-60 mph sprint in 5.7 seconds, or 5.6 seconds with the optional lightweight sports packages. The vehicle’s top track speed is 150 mph. The top-of-the-range Cayenne Turbo Coupe uses a 4.0-liter twin-turbo V8 producing 541 hp (404 kW), and 567 lb.-ft. of torque. It accelerates from a standing start to 60 mph in 3.7 seconds, and has a top track speed of 177 mph.

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Since the glory days of Ayrton Senna, racing’s gospel has held that coupes are for the track while convertibles, on the other hand, are what you take to town.

Part of this is because of basic engineering: A car with a roof is more aerodynamic than one without. A roof is also stronger and more rigid. From a physics perspective, taking a roof out of the equation turns a car heavy and wobbly.

The 2019 McLaren 600LT Spider, however, has evolved past such ancient axioms. It comes with a 592-brake-horsepower, 3.8-liter, twin-turbocharged V-8 engine and a zero-to-60 mph sprint time of 2.8 seconds—both identical to the coupe version of the car. Top speed is 201 mph.

More crucial for those interested in dissecting power-to-weight ratios, the 600LT Spider weighs just 2,859 pounds. That’s a relatively scant 110 pounds more than the coupe, thanks mostly to the added weight of a push-button, threefold retractable top. It’s still 176 pounds lighter, by my estimate, than any direct competitors from Ferrari or Lamborghini.

The men and women at the brand’s factory in Woking, England, seem obsessive about saving weight. They made the glass on the 600LT Spider thinner than in previous models. They took out the carpeting in the footwells altogether. And they used netting, rather than door pockets, for storage and eliminated the glove box.

McLaren is also offering the skeletal seats from its $958,966 Senna—which weigh a little more than 7 pounds each, a third lighter than typical racing seats—in the 600LT Spider. Buyers have the option to delete such outré nods to decadence as the radio and air conditioning. (I suppose it’s worth it for drivers who are serious about track splits: Removing the air-conditioning system alone saves 28 pounds.)

All of which bodes well for McLaren’s topless proposition. Before I drive the new Spider on the Arizona Motorsports Park track—and after a good two hours in it beforehand, passing through empty desert landscapes—I ask the carmaker’s lead pro driver, Danny Buxton, how a convertible could possibly be considered track-suitable by any serious driver.

“I forgot it was a convertible by the second turn,” he says.

Maybe he’s just biased, I think, as we alight from the command RV parked near pit lane. It’s directly next door to the constant, deafening blast of F-18s doing daily rotations at the U.S. Air Force base. The only thing louder is the row of Skittle-green, lantana-purple, and Fanta-orange 600LT Spiders.

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Back again and bolder than ever! Ultimativer High Performance Off Roader based on G 63 AMG. 800 horsepower, a top speed of 240 km/h, a spectacular widebody version, 23-inch hi-tech forged wheels and exclusive interior design in top quality.

BRABUS is expanding its broad range of high-performance supercars with a new highlight: The BRABUS 800 WIDESTAR celebrates its world premiere at the Geneva Motor Show 2019. Based on the current Mercedes G 63 AMG, the engineers, technicians and designers of BRABUS developed a high-performance off-roader that impresses equally with power, design and individuality.

Nomen est omen and consequently the new BRABUS 800 WIDESTAR is powered by a four-liter eight-cylinder twin-turbo engine that produces a peak output of 588 kW / 800 hp (789 bhp) and a peak torque of 1,000 Nm (737 lb-ft). This engine gives the off-roader performance capabilities that are absolutely exceptional for a vehicle of this category: The all-wheel-drive car sprints from rest to 100 km/h (62 mph) in just 4.1 seconds. The top speed is electronically limited to 240 km/h (149 mph).

However, the BRABUS 800 WIDESTAR fascinates not only with its driving dynamics, but also with its extravagant BRABUS WIDESTAR widebody version in combination with the 23-inch BRABUS "Platinum Edition" Monoblock hi-tech forged wheels.A classy BRABUS fine leather interior lends the interior of the SUV an even more attractive ambiance.

The BRABUS power unit engineers have dedicated themselves to the tuning of Mercedes-Benz engines for decades, and BRABUS performance upgrades for the different engines of the G-Class have been around just as long. It goes without saying then that the 4.0-liter twin-turbo V8 of the current G 63 AMG is the focus of the developers as well. Research continued after the presentation of the BRABUS 700 PowerXtra performance upgrade last year to give the turbocharged eight-cylinder even more power.

The result is the BRABUS 800 PowerXtra + tuning level. Extensive surgery on the engine peripherals was required to produce even more power: This modification involves replacing the two production turbos with two reconfigured BRABUS high-performance turbochargers, which in addition to a larger compressor unit also have a modified core assembly with reinforced axial bearings. They produce a maximum boost pressure of 1.6 bar.

The electronic engine control unit was also recalibrated to match the hardware: an auxiliary control unit provides injection, boost pressure control and ignition with special mapping.

Tests on stationary engine test benches of the latest generation were run for weeks for calibration and endurance purposes in order to achieve not only outstanding power delivery, but also flawless durability. Extensive driving tests were conducted concurrently. That is why BRABUS backs also this new performance upgrade with the three-year or 100,000-kilometer / 60,000-mile BRABUS Tuning Warranty® (see BRABUS Tuning Warranty Terms and Conditions, updated July 2013). BRABUS recommends hi-tech lubricants from technology partner MOTUL for the entire powertrain.

2020 Bentley Continental GT Convertible - Design
Bentley is introducing the all-new Continental GT Convertible. Designed, engineered and handcrafted in Britain – and representing all Bentley knows about creating the world’s most stylish and elegant Grand Tourers – the GT Convertible is the very essence of the luxury brand.

Adrian Hallmark, Chairman and Chief Executive, Bentley Motors, said: “Elegant understatement that forces you to look; engineering excellence you’ll take for granted – the extraordinary breadth of capabilities offered by the new Continental GT Convertible is unique and can only be offered by our noble British brand.

We have been building luxury Grand Tourers since the company was founded in 1919 and, as we approach our centenary year, the Continental GT Convertible joins a highly acclaimed range – arguably the strongest and most technologically advanced portfolio of products the world has ever seen in one luxury brand.”

Elegant and sculptural exterior styling harmonises perfectly with an exquisite handcrafted cabin, featuring the highest quality leathers and sustainably sourced veneers.

The tailored convertible roof can be deployed or stowed in just 19 seconds, with the car travelling at speeds of up to 30 mph (50 km/h). This transforms the Continental GT Convertible from a luxurious coupe into an open-top Grand Tourer at the touch of a button. Seven different fabric hood colours are available, including an authentic tweed finish for the first time.

A newly designed neckwarmer (which is both warmer and quieter than in the previous generation model), is seamlessly integrated into the heated Comfort Seats, optimising efficiency and airflow around the electrically adjustable headrests. The styling highlight of the new neckwarmer is a chrome centre vane that stretches the full width of the duct, echoing Bentley’s famous ‘bullseye’ vents. Combined with a heated steering wheel, seat heaters and new heated armrests, these sophisticated comfort features create a luxurious driving experience in all environments.

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Jeep is launching the 2020 Jeep Gladiator this year, so it makes sense that all of the 2019 Easter Jeep Safari concepts are trucks. Many of them are extremely cool, but one concept rises to the top: The Jeep M-715 Five-Quarter. It’s a hellcat-powered brute with military roots, so if you love Jeeps or trucks or both, grab some ice cubes, because your mind is about to melt.

The Kaiser Jeep M-715 of the late 1960s was the original convertible Jeep pickup, and in the annals of off-road history, it sits firmly among the greatest trucks ever thanks to its huge fender flares, an essentially vertical folding windshield, a rag top, sheetmetal similar to that of the gorgeous Jeep Gladiator upon which it is based, a 24-volt electrical system, blackout lights, beefy solid axles, huge 34-inch tires, tons of ground clearance, a tough T98 four-speed manual with a short first gear—the list goes on.

It’s an amazing Vietnam-era truck that took on the same role as the venerable Dodge trucks that served U.S. armed forces in World War II and in the Korean War, even if the Kaiser’s 3.8-liter 230 Overhead Cam “Tornado” inline six isn’t exactly known for its power or reliability.

It may look quite similar to the standard M-715, but there’s not a whole lot of the stock vehicle left, aside from some of the frame (which has been beefed up and modified with provisions for a coil-sprung Dynatrac Pro-rock 60 in the front and a coil-sprung Pro-rock 80 out back), doors, windshield, and parts of the cab.

The front fenders and hood are new, and are made of carbon fiber. Between those fenders and under that hood is a monstrous 700+ horsepower Supercharged 6.2-liter “Hellcrate” V8, which is mated to an old-school three-speed Chrysler 727 transmission and a “Rock-Trac” 241OR transfer case that you might find in a modern Wrangler Rubicon—all that spins 40-inch tires on 20-inch beadlock wheels.

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The most advanced gasoline engine on the planet may get lost in the 2019 Infiniti QX 50.

The luxury crossover SUV likely will be coveted for its good looks, spacious interior, and advanced safety features—none of those are bad things.

Buyers will notice its fuel-efficiency without knowing what makes the engine work, and that’s just fine.

We start with the inside, like most owners. The QX 50 adopts an elegant style direction for Infiniti, evidenced by its stitched dash and comfortable seats. The good news gets better in top trims with diamond-stitched, natural leather and suede inserts, although every version is serenely quiet.

Outside, the QX50 takes elements from other Infiniti vehicles (dramatically kinked roof pillar, open grille, and sculpted hood) and wraps them in a popular crossover shape.

Infiniti fundamentally changes how it delivers power with the 2019 QX 50's new engine. Under the hood, a 2-liter turbo-4 can vary how much power it delivers based on need by varying its displacement. It's a nifty trick that involves vast amounts of engineering brainpower, but operates seamlessly for drivers.

The bottom line is a 30-percent gain in fuel economy returns over the last generation. The EPA rates the QX 50 up to 27 mpg combined.

Five adults won’t have a problem fitting comfortably in the QX 50, which boasts a sliding rear seat that offers up to 38.7 inches of rear seat leg room—tops in its class. The front seats are even better; high-density foam borrowed from parent-company Nissan makes the Infiniti QX 50 all-day comfortable.

Forward collision warning with automatic emergency braking are standard on all QX 50s, and active safety features are available on top trim levels.

Base QX 50s don’t skimp on features, but we start with the mid-grade and move up from there. The top trim level offers surprising value—and better options.

All trim levels include at least 19-inch wheels, Bluetooth connectivity, power adjustable front seats, and a dual-screen infotainment system. We have our beef with that dual-screen setup—especially that it doesn’t offer alternatives from Apple or Android—but acknowledge that it may not be a deal-breaker.

More attractive to shoppers will be the 27 mpg combined in front-drive versions or 26 mpg combined in all-wheel-drive versions of the QX 50.

Infiniti’s latest design direction comes together in the 2019 QX 50.

The luxury crossover SUV sports the same elements from other vehicles in the lineup: double-arch grille, dramatic rear roof pillar kink, and bulging hood, but in more tasteful ways.

The cabin is filled with classy touches that are in Infiniti’s wheelhouse. The cohesive package looks better with more money thrown at it: natural leather and diamond quilting looks the high-class part, while open pore wood and available blue suede headliners add a palatable lick of style. The dual-screen infotainment system may be at odds with the elegant approach, and some trims of the QX 50 are let down by black plastic by the gear selector. Those are small quibbles.

Bystanders will get a good view of Infiniti’s latest design language, particularly up front. The sculpted nose is punctuated by an aggressive hood, and the big grille sports an equally big luxury badge up front. From the rear three-quarter view, the light dips and ducks around the doors—breaking up the large swathes of sheet metal required to cover a crossover these days.

The 2019 Infiniti QX 50 boasts an excellent drivetrain with tech that’s easy to overlook.

Wrapped in luxury crossover clothes, the 2-liter turbo-4 under the hood is a remarkable achievement for its frugality and ingenuity.

The short of the long: Infiniti’s variable compression 2-liter turbo-4 can fundamentally change how it operates to save fuel or provide more power. It’s the first mass-produced, mainstream variable-compression engine, and it nets a 30-percent improvement in fuel economy without sacrificing quickness compared to the V-6 it replaced.

On paper, the turbo-4 makes 268 horsepower, which is less than the 325 hp found in the outgoing version. Torque is up in the new version: 280 pound-feet compared to 267 lb-ft in the V-6.

The net for most drivers will mean more low-speed power in around-town cruising but less top-end power high in the rev range. Most drivers may willingly make that sacrifice for a 30 percent improvement in fuel economy, we think.

The early versions we drove had peaky torque delivery and sharp throttle responses, which may take some drivers time to acclimatize if those make it into production versions. We’ll report back once we’ve driven cars destined for dealer lots.