Latest news with #V6
Top Gear
3 days ago
- Automotive
- Top Gear
ABT has given the Audi S5 Avant a nice little power bump and made it faster
Modified Just don't ask us about the name of the thing Skip 8 photos in the image carousel and continue reading Venerable Audi tunificator ABT has given the new S5 Avant an upgrade package. We would say it's pushed it closer to a potential RS5 Avant, but since our heads are still spinning from Ingolstadt's naming convention changes, we have no idea what anything means anymore. So let's just call it 'quick'. And 'powerful'. ABT has taken the 3.0-litre V6 and opened it up a bit, bumping the outputs from 362bhp/369lb ft to 434bhp/443lb ft. The 155mph top speed remains unchanged, but the extra 72bhp should help cut the original 4.5s 0-62mph sprint down a bit. Advertisement - Page continues below Visually, it looks like yer typical Black Edition-grade car. There's 25mm lowering springs to drop it right down, and a full bodykit that includes a more aggressive front lip, inlet cover and rear wing. Bigger 102mm stainless steel quad exhausts sit at the back, while 20in five-spoke 'Prime' alloys hide inside those arches. Why they've been named after KSI's energy drink, we don't know. Still, this thing looks good. Hot estates normally do. You might like By comparison the interior's changes are much subtler: integrated entrance lights into the door sills, ABT-branded floor mats, a new start-stop switch and… that's about it. Seems like some aftermarket tuners do still remember how to keep things low-key. You'll be forking out €14,900 (about £12.5k) for the package, which seems decent for the power hike and leaner suit you're getting in return. Before all that though you'll need to first get an S5 Avant, which used to be an S4 Avant but will remain an S5 Avant (we think), and the going rate for one of those nowadays is £72,450… at least. Advertisement - Page continues below READ MORE Oh lord not again: Audi's changed its model naming strategy Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox.
Car and Driver
23-05-2025
- Automotive
- Car and Driver
Tested: 2025 Cadillac CT4-V Is Boss but Bland
You know the dinner you make right before a vacation, when you want to use up all the perishables in your pantry before you leave? You end up with Gruyère mac and cheese topped with expensive sun-dried tomatoes served with a wilty side salad and half of a day-old bagel. It's good in parts, but it's not all-around great. The 2025 Cadillac CT4-V has a similar mismatch of ingredients, as it pulls some elements from the glorious CT4-V Blackwing yet can't quite make the same meal of it. The fabulous chassis, elegant exterior, and adjustable V-mode performance settings are delicious; however, they're served with a joyless plastic interior and a sleepy powertrain. The results are filling but not fantastic. HIGHS: Looks sharp, brilliant underpinnings, plenty of ponies. The CT4-V is the highest rung of the CT4 lineup before the leap to the CT4-V Blackwing. Indeed, the hardest part about driving the CT4-V is explaining to enthusiastic onlookers that it's not the Blackwing. It has the same chiseled-rock profile and LED-framed front end, and we turned plenty of heads while behind the wheel. From the curb, the CT4-V is just a few spoilers and slats away from its impressive 472-hp V-6 sibling. That car, a multiple 10Best winner, is perfect. The CT4-V without Blackwing is perfectly sensible, and far more thrilling than the base CT4, but the 325-hp turbocharged 2.7-liter four-cylinder and 10-speed automatic don't offer all the vroom that we want "V" to stand for. View Exterior Photos Michael Simari | Car and Driver It's not that the V is a poor performer. In our testing, the Caddy didn't shame itself, managing to get to 60 mph in 4.7 seconds and covering a quarter-mile in 13.3 seconds at 104 mph. It also came to a stop from 70 mph in 156 feet, which is respectable if not trophy winning. On the street, however, at least in the default Tour mode, the CT4-V's 10-speed automatic is slow to downshift and quick to upshift, adding an irritating delay to freeway passes and a boggy pause in corner exits. Manual shifting or switching to Sport mode improve the Cad's response, demonstrating that its 380 pound-feet of torque can be accessed quickly, just not in the standard setting. We also found it a bit thirsty, managing 19 mpg during our time in the car. Despite the transmission, the 2.7-liter is not slow, and the CT4-V certainly isn't clumsy. The Cadillac eats up freeway miles so smoothly that you'll be startled to find yourself at your exit. It's also dreamy over rough roads, with the adaptive suspension blocking bumps and potholes while still allowing sense of connection with the 235/40R-18 Continental SportContact 6 SSR tires. It's not a sports car, but its lively rear-wheel-drive setup can provide plenty of enjoyment if there's a curvy road along your route. View Interior Photos Michael Simari | Car and Driver The CT4-V offers customization of everything from brake feel to damper stiffness. It has a V-mode button just like the Blackwing, which unlocks track settings and a track data recorder, not that we'd put the CT4-V on the top of our track-car list. It's capable, but not the corner burner that the Blackwing is. On the skidpad, the CT4-V pulled 0.92 g. That is again respectable but pretty far from the CT4-V Blackwing's 1.04 g's. Even so, all our driving notes praise the CT4-V for a sophisticated and responsive ride. LOWS: Sounds industrial, office-park interior, sleepy shifts. We did not, however, find pleasure in its song. The four-cylinder sounds like there's an unmuffled emergency generator under the Cadillac's neatly creased hood. While we're generally fans of a full-voiced exhaust, it works only when the engine makes throaty grumbles or screams like an incoming rocket. Rather than play up the drone of the 2.7-liter, we would have added more noise deadening and encouraged drivers to enjoy the standard 14-speaker Bose audio system. View Interior Photos Michael Simari | Car and Driver Inside the cabin, there are no complaints about comfort. The backseat is smaller than we'd prefer, but we were able to take several adults to dinner with no lasting damage to anyone's knees or shoulders. A longer trip might incur some protest. Up front, there's plenty of room and support. The Cadillac's standard 18-way adjustable front seats offer four-way lumbar settings for both driver and passenger, and if equipped with the Super Cruise package, massage as well. Tragically, ours was not so equipped, so we had to steer ourselves and go unkneaded. View Interior Photos Michael Simari | Car and Driver From a technology standpoint, the CT4-V is well loaded, and our test car had only a few options, bringing its $48,790 base price to an as-tested $55,010. For that money you get heated seats, wireless phone charging, and rain-sensing wipers, which were much appreciated on the spring-shower-filled week we drove this car. Physical buttons in logical places to control climate and infotainment settings make adjustments easy, even on a first drive. The CT4-V's biggest failing comes not from how it drives or performs. It's more of an artistic disappointment. The CT4-V interior is decked out in monotone black plastic everywhere except for the few highlights where there's satin metal-finish plastic. The 8.0-inch infotainment screen is small for a car of this price, and the camera is fuzzy, which looks dated, especially next to the optional 12.0-inch customizable gauge cluster that's part of the Technology package ($1350). The cabin is the automotive equivalent of a cubicle-filled office. That sort of no-nonsense functionality is fine for lesser brands, but a Cadillac should offer a more well-appointed break room. The CT4-V provides capable and comfortable transport, but stays a little too close to base. View Exterior Photos Michael Simari | Car and Driver VERDICT: Stuck in the Blackwing's shadow. Specifications Specifications 2025 Cadillac CT4-V Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE Base/As Tested: $48,790/$55,010 Options: Navigation package (embedded navigation, performance video and data recorder), $2100; Technology package (head-up display, digital configurable instrument-cluster display, cabin air filter), $1350; Deep Space Metallic paint, $625; 18-inch wheels in Satin Graphite, $600; Cold Weather package (heated steering wheel and front seats), $600; blue-painted brake calipers, $595; Lighting package (LED front turn-signal and cornering lights), $250; performance brake linings, $100 ENGINE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection Displacement: 166 in3, 2727 cm3 Power: 325 hp @ 5500 rpm Torque: 380 lb-ft @ 2000 rpm TRANSMISSION 10-speed automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 12.6-in vented disc/12.4-in vented disc Tires: Continental SportContact 6 SSR 235/40R-18 95Y TPC Spec 3150 DIMENSIONS Wheelbase: 109.3 in Length: 187.2 in Width: 71.4 in Height: 56.0 in Passenger Volume, F/R: 52/38 ft3 Trunk Volume: 11 ft3 Curb Weight: 3607 lb C/D TEST RESULTS 60 mph: 4.7 sec 100 mph: 12.2 sec 1/4-Mile: 13.3 sec @ 104 mph 130 mph: 22.6 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 5.3 sec Top Gear, 30–50 mph: 2.8 sec Top Gear, 50–70 mph: 3.4 sec Top Speed (mfr claim): 164 mph Braking, 70–0 mph: 156 ft Braking, 100–0 mph: 312 ft Roadholding, 300-ft Skidpad: 0.92 g C/D FUEL ECONOMY Observed: 19 mpg EPA FUEL ECONOMY Combined/City/Highway: 23/20/29 mpg C/D TESTING EXPLAINED Elana Scherr Senior Editor, Features Like a sleeper agent activated late in the game, Elana Scherr didn't know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver's license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews. In 2020, she received a Best Feature award from the Motor Press Guild for the C/D story "A Drive through Classic Americana in a Polestar 2." In 2023, her Car and Driver feature story "In Washington, D.C.'s Secret Carpool Cabal, It's a Daily Slug Fest" was awarded 1st place in the 16th Annual National Arts & Entertainment Journalism Awards by the Los Angeles Press Club. Read full bio
News.com.au
18-05-2025
- Automotive
- News.com.au
GWM Tank 700 review: this car is the real deal
You might think of this monster off-roader as a cheap rip-off of the Mercedes G-Wagen, but it's a technological masterpiece in its own right. While it is hard to deny the design inspiration for the GWM Tank 700 off-roader – especially those tail-lights! – the largest 4x4 from the Chinese maker has some hi-tech gadgetry and amazing powertrains to set it up as a fitting flagship model. It hasn't yet been confirmed for Australia, but the five-seat Tank 700 measures more than five metres long, two metres wide and almost two metres tall – and it has adjustable air suspension to raise or lower it to deal with difficult terrain. That suspension allows the ground clearance to increase from 249mm to 282mm, depending on the setting. I didn't get a chance to encounter anything dirty during my test drive in China, but the Tank 700's technical prowess is undeniable: it has rear, centre and front locking differentials, a sway-bar disconnect system, multiple drive modes and, of course, a low-range transfer a set of steel moguls and steps, the Tank 700 had no issues with articulation or climbing capability, and its spectacular surround-view camera system with see-through view made picking the correct line simpler than it would otherwise be… because it feels enormous to drive due to its physical dimensions It doesn't feel sluggish, though, because under the bonnet is a hugely powerful 3.0-litre twin-turbo V6 petrol engine that is teamed to a nine-speed automatic gearbox with an electric motor as part of the equation. It's a plug-in hybrid, with a 37.1kWh battery offering 90km of EV driving range, and the combined outputs are a stonking 385kW and 800Nm – almost as much as a Mercedes G-Wagen (V8, 430kW/850Nm).And speaking of V8s, it is expected that the Tank 700 is going to be the first vehicle from the business to score the new 4.0-litre twin-turbo V8 engine – possibly with 500kW and more than 1000Nm, and with a bigger battery to support up to 200km of EV range – in the next 12-18 months. The V6 model I tested wasn't really using the engine at all, with the electric motor managing momentum up and down the set obstacles, and the low range gearing playing a part in ensuring easy progress. Sadly, with the drive limited to a loop of set obstacles in a car park, there was no chance to see what the powertrain behaves like, nor whether it can hit 0-100km/h as fast as the claim suggests: approx 5.6 seconds! The interior of the Tank 700 is luxury-SUV levels of lush, too, with sumptuous perforated quilted leather trim for the seats, which are heated, cooled and massaging, while the expected tech on offer doesn't disappoint either, with a 16.2-inch media display and a 12.3-inch driver info screen offering up critical car info. The rear seat offers a similarly special feel, and there's a centre armrest with another touchscreen system for controlling media and temperature. There's easily enough space for a bigger adult to fit, but getting in and out is a scramble for smaller people. Furthermore, like the Toyota Prado, there are some load-in height considerations for the boot space, which isn't massive for a vehicle that is. It gets a side-swinging tailgate with a spare wheel mounted on the back, but there is no three-row model with seven seats, which is a shame considering its dominant dimensions. If GWM were to bring this in as a range-topping model, it would likely be the brand's first six-figure offering. But unlike a G-Wagen, it'd likely be in the $100,000 range, not the quarter-million-plus zone. Would you consider it, if it were to make it to market? Or would it need to have a V8 to justify that kind of price? Have your say in the comments! 4.0 stars GWM Tank 700
Auto Car
17-05-2025
- Automotive
- Auto Car
What if your V6 sports car was… a truck? We drive the Ford Ranger MS-RT
At first, it's hard to see a purpose for the new £52k Ford Ranger MS-RT, given that there are already seven models in the Ford Ranger line-up. This starts with the no-frills, four-pot XL at £29k and extends upwards to the Baja-influenced Ranger Raptor at £51k, complete with 288bhp 3.0-litre twin-turbo V6, locking differentials, racing shocks and four-wheel drive. Scan the specifications, though, and light dawns. For all the racy body bits and the claim of 'a motorsport aesthetic' for this pick-up truck's styling, the components that matter are the ultra-torquey 3.0-litre turbo diesel V6, the standard four-wheel drive, the 21in alloy wheels wearing 275/45 Continental performance rubber, the 3.5-tonne towing capacity and the butch-looking tow hook protruding from the girder-like rear chassis crossbeam. The MS-RT seems destined to become the handsome prime mover in a rig that might include a large trailer, caravan or horsebox. Or maybe it will be found on the nation's boat ramps, helping yachts reach their natural habitat. Verdict Good Distinctive looks Strong diesel V6 Bad Poor ride quality, but it's still a pick-up truck in the corners Unintuitive gear selector Pros Looks unlike any other pick-up truck Diesel V6 means there's go to match the show Retains 1000kg load capacity Cons Some of the spoilers and diffusers are over the top The MS-RT also has a load capacity of a full 1000kg, rather than the 600kg of the even racier Raptor, below which it sits on the price ladder. Although it claims the same 'ultimate street truck' vibe as the Raptor, the MS-RT is different in many important ways. First, the visuals. It has a uniquely sporty frontal treatment with different grille details and low-level air scoops that emphasise its 40mm-lower-riding suspension. There's a roof spoiler at the end of the cab, another on top of the tailgate and the rear underbody affects a diffuser – more show than go. While it uses the same 10-speed automatic gearbox as other Ranger variants, the MS-RT has a diesel rather than a petrol V6, which means its fuel consumption is always 30% better than the petrol Raptor and it will cruise at least 150 miles farther on a tank. Even so, it produces 20% more torque (443lb ft at 1750-2250rpm), although its power of 237bhp at a relaxed 3250rpm does give ground to the higher-revving Raptor's 288bhp at 5500rpm. But performance isn't far behind: the 0-62mph sprint takes 8.7sec, about a second slower. Pros Well-equipped Good UI, with a mix of physical controls and a responsive touchscreen Cons Inside, the MS-RT uses the same pleasantly car-like collection of materials that give an aura of quality with long-life durability. The sporty front seats, similar but different in design from the Raptor's, have exaggerated side bolsters and are faced with a combination of suede and 'non-animal leather', which works fine. The central touchscreen is reminiscent of the Raptor's but the display directly ahead of the driver is simpler and less configurable. Lots of Raptor toys – a variety of settings for steering effort, damper stiffness, angry exhaust note – are missing but you still get an excellent rear-view camera, speed limit sign recognition, keyless entry, active park assist, rain-sensing wipers and a variety of dash-selectable drive modes (Normal, Eco, Tow Haul, Slippery, Mud/Ruts and Sand). There's also a familiar rotary selector for the various transmission modes (2WD, 4WD Auto, 4WD Locked), plus hill descent control. Pros Cons Needs paddles for gearbox control The engine is quiet, smooth, strong and nearly always unobtrusive, especially since its low-end shove means there's no point in revving it hard. The auto 'box works well most of the time but doesn't have the control offered by the Raptor's column-mounted shift paddles. Instead there are three close-packed and near-invisible switches on one side of the central gearknob, meant to allow the driver to control the gearbox manually. You feel for them in moments of need and invariably get it wrong, not least because it's difficult to remember which anonymous button does what. It's the Ranger's poorest control feature. Pros Improved handling compared to standard Ranger Cons Upgrades don't suddenly turn it into a sports car... ...but do make the ride very poor If you're used to the quality damping and relatively soft ride of the Raptor, you won't much enjoy the ride quality of the MS-RT. It takes a different direction, riding lower with less suspension travel and running deliberately stiffer dampers. This controls body roll well, takes advantage of the big, sporty tyres and sharpens the steering, but there's a limit to just how much a fundamentally cumbersome, 5.4m-long vehicle weighing 2.3 tonnes can benefit from agility tweaks. The unladen ride is poor, especially at low speeds. The MS-RT crashes into potholes and picks up surface irregularities more than both its siblings and its rivals. Things do improve if you go faster, but authentic comfort, even average comfort, is not this Ranger's strong suit. Verdict Good Distinctive looks Strong diesel V6 Bad Poor ride quality, but it's still a pick-up truck in the corners Unintuitive gear selector It's easy to imagine plenty of buyers being attracted by the MS-RT's image, durability and good looks. No argument, it draws admiring glances, but we would advise any serious customer to take a good, long road test over typical UK roads before they commit. Model tested: Ford Ranger MS-RT Price: £52,141 (excluding VAT) Engine: V6, 2993cc, turbocharged, diesel Transmission: 10-spd automatic Driveline layout: Front engine, longitudinal, 4WD with low-range Model tested Ford Ranger MS-RT Price £52,141 (excluding VAT) Engine V6, 2993cc, turbocharged, diesel View all specs and rivals Transmission 10-spd automatic Driveline layout Front engine, longitudinal, 4WD with low-range Torque 443lb ft at 1750-2250rpm Rivals Ineos Grenadier Quartermaster Toyota Hilux
Car and Driver
16-05-2025
- Automotive
- Car and Driver
View Photos of the 2025 Ford Bronco Stroppe Edition
Read the Full Review The 2025 Ford Bronco Stroppe Special Edition is now the only choice if you want a two-door Bronco with a V-6. It comes in any color you want, so long as it's a combination of orange, white, and blue, with a matte-black hood.
