Latest news with #MotorTrend
Motor Trend
4 hours ago
- Automotive
- Motor Trend
2025 Audi A6 and S6 E-Tron First Drive: The End of EVs' Early Era?
Pros Smooth and linear power delivery Impressive steering, ride, and handling Strong range and charging Cons Design compromised for aero U.S. regulations restrict lighting technology Too much piano black plastic Automakers introducing electric vehicles to their lineup have the difficult task of designing products with burgeoning technology while convincing shoppers these new EVs are better than familiar gas-powered cars. Audi, hoping to avoid the fate that has befallen Mercedes-Benz following the introduction of its EQ sedans and SUVs, has taken great lengths to get it right with its first mainstream dedicated BEV platform. The 2025 Audi A6/S6 E-Tron, built on the PPE platform, offers sleek design, impressive range, and advanced tech. The A6 features 375 hp and 392-mile range, while the S6 offers 543 hp with a 302-mile range. Both models focus on luxury, performance, and EV innovation. This summary was generated by AI using content from this MotorTrend article Read Next Audi and Porsche codeveloped the Premium Platform Electric, or PPE as it's more commonly known, as the broader-spectrum followup to the sporty, first-generation J1 setup beneath the E-Tron GT and Taycan. PPE underpins models such as the Q6 E-Tron, Macan EV, and now the A6 and S6 E-Tron. For our market, the 2025 Audi A6 and S6 E-Tron are offered only in Audi's Sportback hatchback body style, with three powertrains on offer. (A stunning Avant wagon variant is available abroad.) After an initial sample of the PPE-based luxury sedans on European soil, we've now had the chance to drive the new A6 and S6 E-Tron on the sprawling network of roads extending out of sunny Santa Barbara, California. A Is for Acumen Audi suggested we use the word 'elegant' to describe the silhouette of the 2025 A6 E-Tron, but we think conventionally sleek is a more apt description. After all, its design, while less extreme than the low-slung E-Tron GT sedan's, has been shaped by more than 3,000 wind tunnel simulations with the intention of maximizing range and quiet inside the cabin. The result is a claimed 0.23 coefficient of drag for the A6 E-Tron and 0.24 for the S6 E-Tron. All models are powered by a 100-kWh battery with 94.4 kWh usable, which can be replenished at a peak rate of 270 kW. That fast charging comes courtesy of 800-volt architecture, allowing for a 10–80 percent charge in just 21 minutes. What's more, NACS charging will be available to Audi products this year. As far as checking the box for both initiated and uninitiated EV buyers, the A6 E-Tron appears to start with the right stuff. The 2025 Audi A6 E-Tron is offered with a single permanently excited magnet motor driving the rear wheels as its standard configuration, which we've enjoyed on the roads of the volcanic island of Tenerife. With this motor, the A6 E-Tron develops 375 hp and 428 lb-ft of torque. It dashes out a 0–60-mph time of 5.3 seconds and is good for up to 392 miles of range on its optional 19-inch wheel. Only about 30 percent of A6 E-Tron buyers will go for the single-motor variant, however, so our California drive took place in a loaded 2025 Audi A6 E-Tron Sportback Prestige Quattro. As Audi's fabled Quattro all-wheel-drive moniker suggests, this volume version of the A6 E-Tron adds an asynchronous motor powering the front wheels to the tune of 189 hp and 203 lb-ft of torque. Total output climbs to 456 hp, though the automaker doesn't provide a combined torque figure, as each motor develops peak twist at different rpm. Range reaches 377 miles with Audi's optional ultra-efficient 19-inch wheel and drops to a still-respectable 333 miles using the standard 20-inch wheel equipped on the car we're reviewing. (There's also an upgraded powertrain for the S6 E-Tron, which we'll get to.) On takeoff from Audi's staging area at the onset of our drive, the A6 E-Tron Quattro's accelerator is precise and easy to modulate. When it's time to get up to highway speeds, the A6 E-Tron has the necessary power to get going. You're never wanting for more juice when merging on a freeway or steaming up a steep grade. Audi's claimed 0–60-mph time of 4.3 seconds is believable, especially as we've managed a 0–60 time of 4.6 seconds in the heavier Q6 E-Tron Quattro. Just don't expect any exciting theatricality from the A6 E-Tron; the powertrain is tuned for smoothness and linearity rather than thrills. The automaker has outfitted the electric Sportback with five stages of regenerative braking, split between a conventional drive mode and a B mode with full one-pedal driving. Drive is the default when you first move the gear selector to get going and automatically supplies up to 0.15 g of deceleration when you lift off the throttle. Like a gas-powered car, the A6 E-Tron can coast and creep in D. Using the paddle on the left side of the steering wheel manually increases deceleration to 0.06 g and then strengthens deceleration to a maximum of 0.15 g. Hitting the upshift paddle on the right side removes layers of deceleration and can also manually engage coasting mode when the selector is in D. While that freedom of choice is much appreciated, we prefer to use the A6 E-Tron's B model for full one-pedal driving. Delivering up to 0.25 g of regenerative braking force when you fully lift of the accelerator, this was the most enjoyable way we found to operate the A6 E-Tron. Audi says up to 95 percent of everyday braking is handled via the motors, so this is a crucial aspect to get right. Navigating deeper into the hills northwest of Santa Barbara, the A6 E-Tron's one-pedal mode's versatility makes itself known. In traffic and even on moderately twisty roads, you don't need to touch the physical brake pedal unless you're in need of big stopping power. Like the rear-drive A6 E-Tron we've previously sampled, our test car came loaded with the Prestige package. This equips Audi's available adaptive air suspension along with a host of luxurious and high-tech features that we'll cover later in this review. Ride quality—and ride noise suppression—is excellent. The suspension works in conjunction with the A6 E-Tron's stiff body construction to ensure nary a shudder makes it into the cabin as the A6 E-Tron sails over minor road imperfections. You feel bigger bumps, but the suspension does an admirable job neutralizing expansion joints and pockmarks in the pavement. Expect models with the standard steel-spring suspension with frequency-selective damping to be stiffer than this plush Prestige model, however. The adaptive air setup yields further benefits beyond a cushy yet controlled ride. Offering a total of 1.6 inches of height adjustment, the A6 E-Tron can lower for cornering, hunker down for efficient high-speed driving, or rise to pass over large obstacles or steep curbs. Our A6 E-Tron test car tackles the twisties with gusto, maintaining excellent composure through the tighter bends. Audi has worked to improve steering feel, as well; the A6 E-Tron's tiller is light yet responsive with immaculate on-center feel. Exit a corner to a straightaway, and there's a subtle notching sensation from the steering rack, communicating that the hexagonal wheel is in the default position. The A6 E-Tron's driver engagement is high, but Audi has something else to offer to those craving more power and performance. After concluding our time with the A6 E-Tron, the top-level 2025 Audi S6 E-Tron Prestige Quattro is our partner as we prepare to tangle with an even more technical drive route. A series of upgrades make it the right tool for the job. Audi outfits S-tuned air suspension that sits about 0.8 inch lower than the A6 E-Tron's setup with thicker stabilizer bars. Six-piston brakes with bigger front discs provide even more stopping power. The A6 E-Tron rides on standard 20-inch wheels, but the S6 is offered with its own 20-inch design as well as two available 21-inch wheel options. Audi equips an S-specific spoiler, rear diffuser, and badging. The cabin is adorned with standard Nappa leather sport seats in red or black. As is typical for Audi's S models, the S6 gets a power boost to 543 hp. Audi claims this model is good for a mere 3.7-second 0–60-mph sprint. To our posterior dyno, the S6 E-Tron is much more exciting to launch than the A6 E-Tron and offers noticeably more thrust off the line, even if it's not as bonkerballs. as the 912-hp RS E-Tron GT... Still, passing power is tremendous. When permissible, the S6 E-Tron blasts past slow-moving semi-trucks on single-lane roads. Slightly less slippery and more powerful than the A6 E-Tron and riding on bigger wheels, the S6 E-Tron's range falls to 302 miles. That's nothing to sneeze at when the 2025 BMW i5 M60 is only good for 239–253 miles depending on wheel size. The S6's more stiffly sprung suspension is mostly to the advantage of drivers, less so for passengers. The hotrod Sportback is even more keen to gobble up corners than the A6 E-Tron, especially with the standard summer tires wrapped around our test car's 21-inch wheels. Body composure continues to be a strong point, backed up by steering that inspires confidence in your ability to place the S6 E-Tron exactly where you want. The S6 continues to balance sportiness with a luxurious ride, albeit with less sumptuous damping than the A6 E-Tron receives. While the A6 E-Tron Quattro has the widest appeal for shoppers in the United States, the portion that enjoys a proper autobahn missile should be satisfied with the S6 E-Tron's stealthy approach to speed. V Is for Value Luxury cars aren't always a good deal; paying a premium for the sake of exclusivity is part of the draw, after all. However, Audi includes lots of standard tech with both the A6 and S6 E-Tron variants and doesn't charge a fortune for the Premium Plus or Prestige upgrade packages. Audi has reemphasized tech as one of its core brand values as part of its latest product onslaught, offering standard features like its driver-focused 'digital stage,' which combines an 11.9-inch driver display with a 14.5-inch infotainment touchscreen, on all A6 and S6 E-Tron models. The automaker's infotainment system uses the Android Automotive OS, which features snappy graphics and a wealth of apps. There's a digital assistant with over 800 voice commands, and it works with remarkable precision. It can even be interrupted should you change your mind about what you want your car to do for you. For some, we fear the central display may offer an overwhelming amount of content that goes far beyond the basics of what a car needs to accomplish. However, when rivals like Tesla are coming to market with digital-first products, it's understandable that Audi includes as many connected features as possible. There's even more tech for those who want it, too. The A6 and S6 E-Tron models can be had with a passenger-side display measuring 10.9 inches diagonally, with much of the same functionality as the main display. Should your co-driver wish to watch videos or DJ, this display serves as their personal command center. It also selectively dims to prevent the driver from viewing certain distracting media. An available Bang and Olufsen sound system with stereo speakers in each of the front headrests should tickle the fancy of audiophiles; it impressed us with its clarity and range during our test drive. Navigation and phone calls play for just the driver through their headrest speakers, providing some privacy when others are in the vehicle. We didn't have much opportunity to sample the A6 E-Tron's driver assistance systems on a multilane highway, but the automaker's available Adaptive Cruise Assist performed well on long stretches of meandering single-lane roads. This system combines adaptive cruise control with steering support and lane keeping, competently following gentle curves while maintaining good pace with the lead vehicle. Both A6 and S6 E-Tron models come with a long list of additional standard features, reserving the head-up display with augmented reality navigation, additional parking assistance tech, and a 360-degree camera for higher trims. All models get niceties like basic adaptive cruise control, parking sensors, lane keeping assistance, and more. Audi also anticipates the 2025 A6 E-Tron will be a Top Safety Pick+, the highest accolade given by IIHS. The 2025 Audi A6 Sportback E-Tron starts at $67,195 for the base Premium trim. Stepping up to the Premium Plus grade raises the price to $71,095, and Prestige models begin at $73,495. Adding dual-motor Quattro costs $2,000. Meanwhile, the 2025 Audi S6 Sportback E-Tron Premium begins at $79,995, the Premium Plus starts at $83,495, and the Prestige variant is $85,895. It's worth noting that Audi's digital OLED taillights, configurable lighting signatures, and power soft-closing doors are reserved for top models like the ones in this review. We only wish Audi's dynamic lighting features were available in our market; regulatory hurdles unique to the U.S. have ensured we don't get access. Audi has developed an EV that meets and, in many ways, exceeds the demands of buyers used to the convenience of cars powered by an internal combustion engine. What's more, the 2025 A6 and S6 Sportback E-Tron are greater than the sum of their parts with satisfying driving dynamics and state-of-the-art technology. By all counts, PPE is a solid foundation for EVs that are worth adopting.
Motor Trend
4 hours ago
- Automotive
- Motor Trend
The Acura TLX Is the Latest Midsize Sedan to Get the Axe
By now, car enthusiasts are used to a numbing drumbeat of announcements that this or that automaker is discontinuing a long-running car model, often citing the market's inexorable shift toward SUVs as the primary reason why. Acura is joining the chorus with its cancellation of the midsize TLX sedan after this year. The luxury brand says sales have slowed to a trickle, which is attributed in large part to the fact that, you guessed it, customers are simply more interested in Acura's crossovers and SUVs. Acura is discontinuing the TLX midsize sedan due to declining sales as customers prefer SUVs. The TLX, introduced in 2015, replaced the TL and saw peak sales in 2015. Acura will continue with other models like the Integra, which comprises 40% of its entry-luxury sales. This summary was generated by AI using content from this MotorTrend article Read Next The TLX, as you'll recall, enjoys a rich lineage stretching back to Acura's TL sedan—itself a successor of sorts to the original Acura Legend. The TL first appeared in 1995 as a biggish front-wheel-drive midsize premium alternative to the Honda Accord; the TL's second generation grew sleeker and sportier (even gaining a Type S variant); next up was the surprisingly Italianate third-gen model that resembled (if this makes any sense today) an Alfa Romeo as designed by Honda. Finally, the TL line died with the brutalist fourth-gen model, which was the first to introduce Acura's Super Handling All-Wheel Drive (SH-AWD) to the TL family—you could even buy a TL with SH-AWD and a six-speed manual transmission. Acura then replaced the TL with the TLX. Wearing a mashup of past TL styling cues, the TLX was sporty, if not as much so as past models. You could get SH-AWD again, but only with the heavier six-cylinder model; four-cylinder versions were somewhat more fun to drive, and included an acronym of their own: P-AWS (Precision All-Wheel Steer), a clever rear-wheel steering system that could tighten the lively TLX's line. That first TLX lasted from 2015 to 2020 and was replaced by the TLX you know today for the 2021 model year. Acura went with a sportier vibe yet again, combining available SH-AWD with a new Type S variant powered by a 355-hp twin-turbo 3.0-liter V-6 engine. Despite its dramatic look and decent performance, the second-generation TLX and torch-carrier for the TL lineage saw continued sales declines. Figures provided by Acura show that the TL's annual sales peaked in 2005 at 78,218 before falling off steeply through 2014, the year it was replaced by the TLX. Sales of the TLX peaked one year later, far sooner than the TL's (that model went on sale in 1995 and took a decade to reach its best year). Sales then steadily slumped through 2024, when TLX sales totaled a mere 7,478 units. Acura says production of the TLX will stop later this month. Still, as Acura points out, it sold over 1.2 million TLs and TLXes over their 30-year run. And though the TLX is unapologetically being killed off because of poor sales due to those pesky SUVs, Acura isn't dropping cars entirely like some brands. The smaller Integra is selling strongly, apparently making up 40 percent of all sales in the entry-luxury space, and it offers a six-speed manual transmission and a hotter Type S variant based on the Honda Civic Type R. And who knows? Maybe the NSX supercar will see a successor?
Motor Trend
17 hours ago
- Automotive
- Motor Trend
2026 Lamborghini Temerario First Drive: A 907-HP Hypercar in Supercar Clothing
The 2026 Lamborghini Temerario has big shoes to fill. The car it replaces, the universally loved and praised Huracán, is the bestselling two-door Lamborghini of all time, with more than 29,000 units sold in just more than 10 years. The Lamborghini Huracán, you might recall, famously replaced the Italian supercar maker's Gallardo, the previous sales leader with about 14,000 examples sold. The new hybrid-powered Temerario's mission, then, is to at least maintain if not increase the number of entry-level super sports cars the fine folks in Sant'Agata build. But is a hybrid V-8 powertrain with three electric motors the right recipe for success? That's the multi-billion-dollar question. The 2026 Lamborghini Temerario, replacing the Huracán, features a 907-hp hybrid V-8 powertrain with three electric motors. It boasts a 10,000-rpm redline and a 2.3-sec 0-60 mph time. Priced at $389,554, it offers advanced design, improved brakes, and enhanced handling. This summary was generated by AI using content from this MotorTrend article Read Next Aside from the Urus super SUV, Lamborghini has some history with V-8 engines. It's something of a stretch, but in a sense the Gallardo was the successor to the Jalpa, which featured a transverse mid-mounted 3.5-liter V-8. Lambo dorks no doubt want us to mention both the Gandini-penned Urraco and Silhouette, both of which had V-8s and predate the Jalpa. All that out of the way, the 2026 Lamborghini Temerario's V-8 has as much in common with these previous eight-cylinders as, well, as much as it has in common with the Jalpa. Which is to say not one single thing other than having four wheels and two doors. Looking at Temerario Replacing the Huracán was always going to be tricky as the older car is simply a knockout design, one of Lamborghini's best. The Temerario isn't an all-timer, but the design has grown on us. Even the bits we're not fond of—like the hexagonal DRLs mounted below the headlights—sort of work visually, especially once Lambo design chief Mitja Borkert explains he wanted to mimic the design of the Death Star hangar bay. The Temerario's shape definitely works with some colors (yellow, orange, green, purple) better than others (Blu Marinus, like we saw at last year's Quail event during Monterey Car Week). The Alleggerita package (see below) makes a big positive difference, too. Lamborghini stretched the Temerario's wheelbase 1.6 inches compared to the Huracán's, and the roof is higher, with both changes made to accommodate taller drivers. A Disturbance in the Force Force meaning forward thrust. So when the initial Huracán LP 610-4 replaced the final-form Gallardo LP 570-4 Edizione Tecnica, the famed V-10's power increased by 40 hp, from 562 to 602. The most powerful versions of the Huracán, the Performante, STO, and finally the Tecnica, all made 631 hp (though because it was all-wheel drive, the Performante made more torque, 443 lb-ft compared to 413). The Temerario? Well, the twin-turbo 4.0-liter flat-plane-crank V-8 with an axial-flux motor wedged between the flywheel and transmission produces 789 hp and 538 lb-ft of torque. That's a massive jump over ye olde Huracán, and it doesn't even count the power output from the two front motors. Total combined system output for the Temerario is 907 hp. A brief reminder: The Porsche 918 Spyder, a legitimate hypercar, produces 875 hp. The McLaren P1 makes 903 hp. Again, this is meant to be Lamborghini's entry-level two-door! Also, because it's impossible to calculate hybrid torque accurately, we should point out the rear motor provides 221 lb-ft of torque fill when the transmission is between gears. Lambo's chief technical officer, Rouven Mohr, told us he wanted to 'elevate the car to an entirely different level.' Mohr and his team have certainly done that. Did we mention the 10,000-rpm redline? No? Well, the Temerario's V-8 (internally known as L411) revs to that number. Actually, when you use launch control, the redline rises to 10,250 rpm. Peak power arrives at 9,000 rpm, but don't pull that huge, carbon-fiber shift paddle too quickly—peak power is sustained all the way to 9,750 rpm. The L411 employs two massive turbochargers that are so big, they don't fit in the V of the V-8. Instead, they're mounted above the valve covers. Since the turbos are so large, they don't contribute much of anything below 4,000 rpm. That's where the oil-cooled rear electric motor comes in, effectively covering for the turbos until they can flow enough air. Once spinning, they crush it, with a maximum boost pressure of 36 psi. The result is a linear power curve that begins down low and climbs at a 45-degree angle all the way until 9,000 rpm. How did Lamborghini get an engine to spin so fast? For one, its race-car-inspired flat-plane crankshaft helps. The connecting rods are all titanium, helping to reduce rotating mass, the pistons are motorsports-inspired, and the DLC-coated finger followers are good to 11,000 rpm. The low-mounted engine has a dry sump with five scavenger pumps. No doubt there will still be some who lament the loss of the V-10, and we get that. However, this new powertrain is such a radical departure from the previous two decades of small Lambos, you would be wrong to dismiss it based on preconceived notions. Like the Huracán, power is sent to an eight-speed dual-clutch transmission. Like its big brother, the Revuelto, the Temerario is e-AWD, meaning there's no mechanical connection between the engine and the front wheels. Moreover, the front axle is the same one found in the Revuelto. As is the 3.8-kWh battery pack. The two front motors do bring 118 hp to the party, but torque vectoring and steering feel are their primary functions. Mohr says he feels like 70 percent of the Temerario's character comes from the front motors. One final big change compared to the Huracán: This car features a brake-by-wire system, and the front calipers have grown from eight pistons to 10. Let's Drive Lamborghini only allowed us to drive the new Temerarios on a track, and while even more fun than it sounds, we have no clue how the car drives in pure electric Strada mode (it has a range of about 10 miles, so this part probably matters little), and perhaps the tiniest of teeny insights into how it behaves in Sport. But fortunately for us, 99 percent of our time was spent in Corsa (race) mode. What strikes you first and foremost is how utterly easy the Temerario is to drive. Some online tough guys will say different things, but we find that the easier a car is to drive, the more confidence the driver has in said car. This means the more confident you are, the more you are able to push the car, to test its limits, and the more fun the vehicle is to drive. Even with more power than a McLaren P1, the Lamborghini Temerario is a sweetheart on the racetrack. Power is everywhere, with the mighty V-8 providing all sorts of shove and the two front motors pulling the Temerario smartly out of corners. What surprised us was how linear the engine felt. With a fast-spinning crank, massive turbos, and motors, all sorts of sorcery goes into blending the power into a straight but rising line. The throttle feels linear, better than most normally aspirated engines, in fact. Mohr credits the LDVA 2.0 'brain' that controls all the Temerario's functionality. Whatever the case, we love keeping our right foot in it. Doing so, we saw some remarkably large numbers appear on the digital speedometer. Our favorite corner on the Estoril track is a right-hand kink that, if you're brave enough, you can take flat in fourth gear. Doing so will lead you into Parabolica Interior (Turn 6) at more than 160 mph. Get the tricky-yet-satisfying increasing-radius Turn 13 correct (aka Parabolica Ayrton Senna), and you find yourself approaching 190 mph by the braking zone at the end of the main straight. And we braked early just to be safe. The best we saw was 189 mph, or 304 kph. Lamborghini says the Temerario's top speed is 343 kph, or 213 mph. Then there's those brakes. They are excellent and perhaps the most important improvement over the Huracán. Brake-by-wire ensures that even if the brake fluid heats up substantially, the pedal feel never changes—an important thing on a racetrack. Moreover, the big carbon-ceramic stoppers are cooled so effectively that unless you're simply abusive, fade won't be an issue. It certainly wasn't during our rapid nine laps of the circuit. As far as handling goes, the Temerario is well balanced and predictable. Perhaps a bit more steering heft is needed to be perfect, but the feel is excellent. There just aren't any surprises, which again we think is a good thing. We only experienced one 'incident,' and it's a stretch to call it that, but coming out of a second-gear corner, we gave the Temerario too much throttle and were treated to an organic, progressive, easy-to-catch drift. Considering the power levels at play, what Mohr and his team have crafted is remarkable. Is the Lamborghini Temerario as sweet to drive as the Ferrari 296? Difficult to say without a direct comparison, but we'd love to find out. We suspect the answer will be, 'not quite,' but the former should beat the prancing horse in a drag race. Lamborghini quotes a 0–62-mph time of 2.7 seconds and a 0–124 time of 7.1 seconds. Seeing how the last Huracán we tested back in 2018 hit 60 mph in 2.6 seconds, we suspect these official numbers are quite conservative. More important, there's a smoky-launch mode where the Temerario performs a rolling burnout. Good times. She Is Relatively Light Lamborghini actually snuck in a second Temerario variant when no one was looking. Meet the Alleggerita pack. Pronounced as 'alledge-a-rita,' it translates to something approximating, 'She's light.' Yes, Lamborghini stated the Temerario is a "she." The front splitter, side skirts, ducktail spoiler, and engine cover are all made from CFRP (carbon-fiber-reinforced plastic), saving nearly 28 pounds. The underbody is reskinned in recycled carbon fiber. Add in a titanium muffler, some interior carbon pieces, lightened rear and rear-quarter glass, plus (extra $$$) carbon-fiber wheels for a total weight savings of just more than 55 pounds. But she's more than just light, as the new body pieces increase downforce by 67 percent and aero stability by 62 percent, the company says. The Alleggerita pack also gets you stickier Bridgestone R-compound tires. She Ain't Cheap The bad news is that the Alleggerita option is expensive. As in $49,113, and that's not counting another $20,000 for the carbon-fiber wheels. That's $458,667 before any other options. We suppose that in a world of $900K Porsche 911 S/Ts, this isn't the craziest price tag we've ever seen. Of course, the regular Temerario isn't a cheap date, either. Its base price is $389,554, which includes the destination fee and an assumed $3,000 gas guzzler tax—the EPA has yet to certify the Temerario. This makes the new-entry Lambo dearer than both the Ferrari 296 ($340K to start, 818 hp) and McLaren 750S ($351K, 740 hp). But again, 907 hp (although we can hear Chevrolet executives and engineers in Detroit congratulating themselves while saying, 'ZR1 ... '). Turns out supercars are really flippin' expensive. In other news, a fork was found in the kitchen. Should you have the necessary duckets, the Temerario goes on sale early in 2026. What Comes Next? The 2026 Lamborghini Temerarios we drove are but the starting point for this new model. The Huracán had numerous variants—Performante, Evo, RWD, STO, Tecnica, Sterrato—and that's not even counting all the Spyder (roadster) variants. There's no doubt the Temerario will follow a similar iterative strategy. In fact, Lamborghini employees were chomping at the bit to tell us about what's coming. They mostly stopped themselves, though one let slip the story about how, on a bench dyno, the mighty V-8 can produce more than 1,000 hp. 'Two-hundred-fifty horsepower per liter is totally possible,' our unnamed source said. He/she might have mentioned something about active aerodynamics, too. Sounds like an absolutely delicious recipe for a Temerario Performante, no? We'll be here for it.
Motor Trend
21 hours ago
- Automotive
- Motor Trend
2026 Toyota Sequoia Grows Minor Changes In Content, Price
As Toyota's big-boy SUV, the full-size three-row Sequoia brings some impressive stats. Entering its fourth year on the TNGA-F platform shared with the Lexus LX, global Land Cruiser, and other body-on-frame Toyota and Lexus products, the 2026 Sequoia sees minor evolutions throughout its trim levels, including new leather and exterior color options. Let's see what's new on this Texas-sized and Texas-born SUV. The 2026 Toyota Sequoia features minor updates, including new leather and color options, power folding third-row seats, and massaging front seats in higher trims. Prices increase modestly, with the SR5 starting at $66,120. The mechanical specs remain unchanged, retaining the hybrid V-6 engine. This summary was generated by AI using content from this MotorTrend article Read Next First, let's start with what hasn't changed. That'd be the mechanicals, highlighted by the Sequoia's rather eye-opening i-Force Max twin-turbo 3.4-liter V-6 hybrid powertrain. At 437 hp and 583 lb-ft of torque, this mighty V-6 remains capable of towing up to 9,520 pounds on lower-spec rear-drive models. Add (weightier) equipment and move up the trim ladder, and, of course, that capacity shrinks somewhat. But still, the standard hybrid V-6 is muscular for the segment, even if it's not particularly fuel efficient. We've already covered what's new for the off-road-focused Sequoia TRD Pro for 2026, with its exclusive Wave Maker blue paint option. It's the annual stand-out color that Toyota releases just for the TRD Pro models (including the 4Runner, Tacoma, and Tundra). Otherwise, the TRD Pro stays the same. It still includes a standard electronically locking rear differential and multi-terrain monitor, both of which can also be found on the TRD Off-Road package Sequoias. New for the range-topping 2026 Sequoia Capstone is Shale Premium textured leather trimmed seats, while the Limited trim isn't left out of the new leather game, either. It gets the cowhide in black or grey instead of the SofTex faux leather material it came with last year. The black leather on the Limited will gain white contrast stitching while the gray leather gets black stitching. New across all trims is the power folding third-row seating that makes expanding the cargo space less labor intensive. New for 2026, too, are standard massaging power front seats in the 1794, Platinum, and Capstone trims, which offers 10-way power adjustments in addition to upper and lower body massaging while parked or while driving. With the 2026 Toyota Sequoia's changes being relatively minor, the changes to the SUV's price are, thankfully, similarly modest. Entry-level Sequoia SR5 models ring in at $66,120 for 2026, $1,600 more than for 2025. Four-wheel drive remains a $3,000 option on that version and other Sequoias that don't include it standard (TRD Pro, 1794 Edition, and Capstone include it). The rest of the 2026 Sequoia lineup sees smaller price bumps compared to the SR5 of between $465 and $970. 2026 Toyota Sequoia Full Lineup Pricing
Motor Trend
2 days ago
- Automotive
- Motor Trend
Next-Generation Mercedes-AMG GT 4-Door Prototype Ride: All Electric, Wicked Fast
The first all-electric, homegrown performance car for Mercedes-AMG is being tested with prototypes running around on the road and on tracks ahead of its launch next year. It is a big deal because the GT 4-Door successor is the first vehicle on the new AMG-EA architecture—and not repurposed from a Mercedes EV platform, like the EQE and EQS AMGs—and it is the future of the AMG performance brand. The next-gen Mercedes-AMG GT 4-Door, an all-electric model on the new AMG-EA platform, offers 1,340 horsepower and aims to replicate the V-8 experience with synthetic sounds and sensations. Launching in 2026, it promises high performance with different battery sizes for varied ranges. This summary was generated by AI using content from this MotorTrend article Read Next The production car is based on the Mercedes-AMG GT XX concept which had the mandate of creating the fastest electric car. From it, the AMG flagship codenamed C590 will become the successor to the Mercedes-AMG GT 4-Door, the "four-door coupe" member of the otherwise two-door AMG GT sports car family. The concept was recently shown in Stuttgart. It boasts 1,340 horsepower from its three axial flux motors, has a top speed of 225 mph, and has aspirations to set track records. MotorTrend had a short ride along in one of the production prototypes for a taste of what AMG has cooked up. The car was heavily camouflaged inside and out. The point: to hear and feel this electric beast that was designed to be better than models with an internal combustion engine. New AMGs must have an edge: a unique shape and record-setting performance to stand out in their segment, said Mercedes-Benz Group Chief Technology Officer Markus Schäfer. Our Ride in the Future of AMG Our 15-minute ride with an engineer behind the wheel started in Comfort mode, engineered to provide a comfortable, stress-free and silent daily driving experience. It is programmed to have a bit of artificial sound, but not enough to dominate the experience. In the Sport+ drive mode, you get the simulated roar of a powerful V-8, complete with chirps and the burbles that make downshifting so delicious in AMG's gas-fed models. The sound comes from the car's speakers. It mixes exhaust sounds with simulated engine sounds. Race car drivers connect speed with sound—how the car sounds at a certain speed and gear is key to performance and prompts response, says head of development for the C590 Oliver Wiech, our chauffeur for the ride-along. Striking the Right Note Sound is emotional, says AMG CEO Michael Schiebe. To get the artificial sound right, executives gathered at the proving grounds near Sindelfingen and listened to some of the company's greatest cars, like the C190 (AMG GT coupe introduced in 2015 with the M178 4.0-liter twin-turbocharged V-8) and the W204 AMG with its 6.2-liter naturally aspirated V-8. Then they met at a sound engineering studio and listened again to the sounds, analyzing it, and coming to a unanimous decision on which one they liked best. The automaker wanted to carry aspects of past cars into the future, says Schiebe. There will not be one sound for all future cars; the sound must fit the DNA of the individual model. Wiech thinks it is perfect for such a powerful electric sports car. Schiebe says he understands that not all customers will want artificial sound. 'Some customers want the performance of high-performance cars but don't want to have the roaring engine sound.' To cater to all, the driver can choose to ride quietly or with sound for a more emotional ride. Gunning It Wiech guns the car on a straight stretch and both the acceleration and sound are explosive. We emit a giggle. The axial flux motor is the V-8 of the electric motor world, says Schäfer, providing the required emotional experience, acoustics, NVH, and shifting sensation you expect from a V-8 or V-12 race-oriented AMG. For the simulated sensation of accelerating through the gears, there is a special device that fits in the seat to make it vibrate, further evoking the emotion of being in a car with an internal combustion engine. Think of a movie theater seat that rumbles with bass in sync with scenes from the flick. AMG did some test drives with hardcore V-8 drivers, and they emerged with big smiles, Schäfer said. 'We knew it was a challenge to entice hardcore V-8 fans, and a regular EV won't do it,' he said. Noise, feel, and shifting must touch the owner's emotional side. The first production car on the new AMG-EA platform is scheduled to roll out globally in 2026 with key markets like Europe, the U.S., and oversees first. It will come with different battery sizes for versions with varying ranges. The car name is expected to include the letters GT, but Schiebe said he is not confirming the official name until next year. If our short stint in the passenger seat is any indication, the performance bones are there for a reinterpretation of the GT 4-Door with axial flux motors instead of a V-8.
