Motor News

Subaru has announced updated pricing for the 2023 Forester, which now starts at $27,620.Other than the jump in price, the Forester is not gaining any additional features over the refreshed 2022 model. The new base price is $1300 more than the 2022 Forester was at the start of the model year, but only $550 more than its $27,070 base price after a midyear price hike.Adding another to the growing list of vehicles that keep getting more expensive, the 2023 Subaru Forester is the latest model on the market to see a noticeable price increase. Despite no changes or added equipment for the new model year, the 2023 Forester will cost $1300 more than the 2022 version did when it originally went on sale. Midway through 2022, Subaru increased pricing of the refreshed Forester by $750, so the 2023 is actually only $550 more than the current 2022’s base price. The base price for 2023 is now $27,620, ranging up to $37,720 for the top Touring trim.Subaru gave the Forester a comprehensive refresh for 2022, reworking the front end and updating the interior. The 2022 model year also saw the addition of a more rugged Wilderness trim level that, like the Outback Wilderness, adds ground clearance over other trim levels. Subaru StoriesRegardless of trim, each Forester is powered by the same 2.5-liter flat-four engine which makes 182 horsepower and 176 pound-feet of torque, paired to a continuously variable automatic (CVT). We managed 28 mpg in our 75-mph highway driving test, but that number fell to an observed fuel economy of 22 mpg through our testing of the 2022 version. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2023 Chevy Corvette Z06 is the fifth iteration of the track-focused trim, and while it’s the most exotic, it’s still streetable.In 1963, the Z06 moniker first appeared as an optional equipment package for Corvette owners wanting to race their cars. Since the C5 Corvette, every generation has had a Z06 version, with each raising the bar on its race-bred pedigree. Who’s ready for a history lesson? Any fan of the Chevy Corvette is almost certainly familiar with the track-focused Z06 version, especially after the arrival of the exotic mid-engine 2023 Corvette Z06. However, not every fan knows the car’s origin story, which can be traced back nearly 60 years to 1963, when legendary Corvette engineer Zora Arkus-Duntov first developed it as an option package dedicated to customers who wanted to race their cars at the track. Thus, an icon was born. The rest is history. Sort of. The Z06 moniker would sit in the pits for about four decades until it returned to glory on the 2001 Corvette. Chevy has since offered a Z06 model with every generation, and each has raised the bar on its race-bred pedigree. Here’s a look at the five installments of the Chevy Corvette Z06. 1963: The OG Z06If you haven’t heard of Zora Arkus-Duntov, do yourself a favor and read his story. You don’t have to thank us, but you can thank big Z for contributing to the Corvette’s greatness. As we mentioned, he was responsible for creating the original Z06 in 1963. Zora was a racing advocate, and he convinced GM’s brass to commission an option package for Corvette customers in the racing community. This led to the then little-known Regular Production Option (RPO) Z06 box on the car’s order sheet. Chevy only sold 199 Corvettes equipped with the Z06 package in ’63.ChevyVirtually all were coupes with a 360-hp 327-cubic-inch V-8, four-speed manual transmission, and Positraction rear axle. As an option within an option, the Z06 package could be paired with a larger 36.5-gallon fiberglass fuel tank that enabled longer track sessions. This led to nicknames like “tanker” and “big tank” Corvettes. Also, along with aluminum wheels and a race-ready suspension (thicker front anti-roll bar, larger dampers, stiffer springs), Z06s featured upgraded brake components that included power drum brakes with sintered metallic brake linings, a vacuum booster, and a dual master cylinder.2001: Return of the Z06 You won’t find a Z06-badged Corvette from the C3 or C4 generation because, well, there weren’t any. In fact, after the 1963 model year, Chevy wouldn’t produce another Z06 for about 40 years. Thankfully, the brand resurrected the race-car-inspired moniker on the 2001 Corvette (a.k.a C5). Following a similar formula as its forebear, the reborn Z06 put performance above all else, and it would go on to be one of the first production cars to lap the famous Nürburgring in under eight minutes (7:56, for those who are curious). The C5 Z06 also introduced trademark details such as cooling ducts for the rear brakes that were integrated into the back fender.All C5 Corvette Z06s (2001–2004) were based on the limited-production hardtop coupe that saved weight and improved rigidity compared with the regular hatchback coupe. That and other diet restrictions helped the Z06 cut about 100 pounds through thinner glass, lighter wheels, less sound-deadening materials, adopting a lightweight titanium exhaust, and more. Most notably, the C5 Z06 benefited from an exclusive LS6 engine, basically an enhanced version of the Vette’s standard LS1 5.7-liter V-8. The LS6 featured a hotter cam, a higher compression ratio, redesigned intake and exhaust manifolds, and other internal enhancements. It initially produced 385 horses and 385 pound-feet of torque, but those figures rose to 405 and 400, respectively, in 2002. Every Z06 from this era had a six-speed manual and specific gearing. 2006: Z06 Meets Z07 Once Corvette customers got a taste of the awesome sauce that was the C5 Z06, Chevy was only too keen to follow it up with an even tastier one. It arrived in 2006—one year after the sixth generation debuted—and the C6 Z06 (2006–2013) promptly took the Corvette’s track capability up another notch. Not only did it have a unique aluminum frame that Chevy claimed to be 136 pounds lighter than the standard version’s steel structure, but it also featured an exclusive high-revving 505-hp 7.0-liter V-8, dubbed the LS7. At the time, it was the most powerful Corvette ever, and it used technology from the corporating racing program (titanium connecting rods, dry-sump lubrication system).The 2006 Corvette Z06 didn’t just have loads of performance equipment such as the usual brake, suspension, and wheel-and-tire upgrades, it was also the first version to really visually differentiate itself. The C6 Z06 (again hardtop only) had wider front and rear fenders, front and rear brake-cooling ducts, and distinct aero add-ons. This iteration also introduced a Z07 package in 2012 that unlocked even higher racetrack limits courtesy of parts from the almighty 638-hp supercharged Corvette ZR1. With the Z07 package, the Z06 gained even more carbon-fiber addenda, MagneRide adaptive dampers, carbon-ceramic rotors, and sticky Michelin Pilot Sport Cup tires. The result? It helped the 2012 C6 Z06 lap the Nürburgring in 7:22.68—about an amazing 34 seconds quicker than its predecessor.2015: The Mightiest Z06 Despite the pressure to keep raising the performance bar with every new Z06, Chevy didn’t let off the throttle. When the fourth iteration of the Z06 arrived in 2015, following the debut of the seventh generation one year earlier, it came packing a monstrous 650-hp supercharged 6.2-liter V-8. For those keeping track, that’s mightier than the mill in the previous-gen ZR1. The C7 Z06 (2015–2019) also marked a series of firsts, including the first with an optional automatic transmission as well as the first to offer targa and convertible body styles. The latter two were due to the Vette’s stiffer aluminum frame.This era of Z06 also brought a boatload of carbon-fiber equipment, specifically an optional aero package with splitters, winglets, rocker panels, and spoilers made of lightweight material. The Z07 Performance package returned, too, adding adjustable aero bits, carbon-ceramic brake rotors, and grippier Michelin Pilot Sport Cup 2 rubber. For further proof of the C7 Z06’s incredibleness, check out our comparison test, where it beat the vaunted Porsche 911 Turbo S. Sure, the Vette’s incredible value played a big role in its victory, but we also touted its ability to be civil or ferocious at a moment’s notice. It was also the last front-engine Corvette Z06.2023: Z06 Zenith Here we are. It has all led up to this. A mid-engine Corvette Z06. At its heart is the most exotic mill ever dropped into a production Vette: a naturally aspirated flat-plane-crank 5.5-liter V-8 (engine code LT6). Per tradition, the C8 Z06 (2023–TBD) exceeds the power precedent set by its predecessor with 670 horsepower. Oh, and this V-8 sounds unlike any other Z06 engine, with an 8500-rpm redline that translates to authentic race-car noises. Unfortunately, this is the first Z06 without a manual gearbox. Instead, every version has an eight-speed dual-clutch automatic, and it’s once again offered in Targa or convertible body styles.The C8 Z06’s engine is undeniably special, but the rest of the car is special too—optimized for track duty just like its ancestors. Even with 20-inch front and 21-inch rear forged aluminum wheels (carbon-fiber versions are optional) and myriad chassis upgrades meant to help the wide-body C8 extract every millisecond from every lap, it’s never punishing, even when the more aggressive Z07 track package (more aero, higher spring rates, carbon-ceramic rotors, Michelin Pilot Sport Cup 2 R tires, etc.) is added to the mix.The Ultimate Corvette Z06While we’ll likely see more powerful Corvettes—heck, even electric ones—the latest Z06 looks to be the zenith of the gas-powered bunch. Big Z would be proud. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

It’s no secret that Chevrolet looked closely at the Ferrari 458 Italia while developing the latest Corvette Z06. Prototypes of the high-powered ‘Vette were spotted testing alongside the Ferrari, and engineers admitted to taking apart the 458’s engine to learn its secrets. The two share their mid-engine layouts, naturally aspirated flat-plane-crank engines, and high-revving demeanors. So, as with any benchmarking exercise, this all begs the question: did Chevy do its homework?Now that we’ve strapped our test gear to the new Z06, it’s high time to see how it stacks up against this exotic, Italian benchmark in terms of performance. We’re using our test numbers of a 458 Italia from a 2011 comparison against the McLaren MP4-12C and a Porsche 911 GT2 RS that was conducted in the U.K. And our Z06 numbers are from our recent test of a coupe equipped with the Z07 package.Engine and PerformanceMarc Urbano|Car and DriverIn the grand tradition of the American way, the Z06 offers more of everything: 5.5 liters of displacement versus the Ferrari’s 4.5; 670 horsepower to the Ferrari’s 562 hp; and 460 pound-feet of torque to the Ferrari’s 398 pound-feet. But the Ferrari’s engine does scream higher, with a redline of 9000 rpm compared with the Z06’s 8500 rpm redline. Both use dual-clutch automatic transmissions, a seven-speed unit in the Ferrari and an eight-speed gearbox in the Corvette.It’s no surprise that the significantly more powerful Z06 beats the 458 in a straight line, with a 2.6-second run to 60 mph and a quarter-mile run of 10.5 seconds at 131 mph. But the Ferrari isn’t far behind, as it reached the same trap speed in the quarter mile and was only 0.4 second behind in the run to 60 mph. (The Ferrari’s numbers were generated using our old correction method, before we introduced the industry-standard 1-foot rollout into our acceleration testing.)More on the Z06The difference in tires between the two cars likely explains the disparities in skidpad and braking results. Despite its extra heft, the Z06’s Michelin Pilot Sport Cup 2 R rubber helped it stop from 70 mph in 139 feet and pull 1.16 g on the skidpad. The Ferrari stopped in 146 feet and gripped to the tune of 1.01 g; it wore less aggressive Michelin Pilot Super Sport tires.Marc Urbano|Car and DriverCHARLIE MAGEE|Car and DriverSize and PriceThe Z06 is a significantly larger car, weighing in at 3666 pounds, 341 pounds more than the 458. The Corvette is also longer, wider, and taller than the Ferrari. Predictably enough, it offers more cargo space thanks to its front and rear trunks that combine to provide 13 cubic feet of room to the Ferrari’s 8 cubic feet.Price isn’t the easiest comparison to make, as the 458 ended production years ago and was succeeded first by the turbocharged Ferrari 488 and then the F8 Tributo that currently serves as Ferrari’s mid-engine V-8 supercar. But the 458 we tested more than a decade ago stickered for $332,032, or almost exactly double our 2023 Corvette Z06’s as-tested price of $166,205. Factor in inflation, and the Ferrari’s price would be well over $400,000 today, although used examples are going for far less than that these days. No matter how you look at it, the Corvette Z06 is a dynamite value and a worthy foil to one of the last naturally aspirated Ferrari models.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The standard Chevrolet Corvette is an extremely capable sports car, with its 495-hp 6.2-liter V-8 shooting the coupe to 60 mph in just 2.8 seconds. But for 2023 Chevy has upped the ante by bringing back the Z06 badge on an even more focused Corvette. We have finally driven and tested the 2023 Corvette Z06, and it’s just as incredible as we had hoped. Not only does its naturally aspirated flat-plane-crank 5.5-liter V-8 produce a soul-stirring howl, but its whopping 670 horsepower helps the Z06 rocket to 60 mph in a mere 2.6 seconds and through the quarter-mile in 10.5 seconds. After being blown away by the Z06’s performance, four of our editors decided to spec our ideal Z06s using Chevy’s online configurator, just in case we ever hit the jackpot. Here’s how we would build the Z06s of our dreams: Greg Fink’s $109,295 Chevrolet Corvette Z06ChevroletChevroletI’m a simple man, so it’s no surprise, then, that my 2023 Chevrolet Corvette Z06 reflects this. Rather than spending extra coin on the likes of the 2LZ or 3LZ trims or the Z07 Performance package, I’m sticking to a bottom-of-the-barrel 1LZ model. Given that the entry-level Z06 includes niceties such as head-up display, power seats and steering column, and leather insides, there’s no real reason to spend the extra coin for the small, but largely insignificant, niceties the higher trims add to the mix. Admittedly, I was tempted to spring for the $8995 Z07 kit, but in the end, I really fail to see the point of the kit’s additional bits for a car that I would track only occasionally. Or I guess I ought to amend that by writing “a car that I’d plan to take to the track only occasionally if I actually had the means to afford a new Z06.”As is, the standard brakes, suspension setup, and tires offer plentiful performance for tearing up the twisting tarmac of some of the country’s most legendary public roads. Plus, I think the Z07’s additional carbon-fiber bits, especially its big rear wing, are a tad over the top for my taste. I much prefer the lower key looks of the Z06 sans the Z07 package. Not every option on the Z06 comes at a cost, though, and to better match my Z06 to my tastes I’d outfit it in a coat of Arctic White paint (replete with a body-color roof). Add in Adrenaline Red seats and interior decor, and my 670-hp Z06 coupe is both a looker and a relative bargain at $109,295 (which includes a $2600 gas-guzzler tax). —Greg FinkDavid Beard’s $142,175 Chevrolet Corvette Z06ChevroletChevroletGood things come to those who wait. We’ve patiently waited for the eighth-generation Corvette Z06, and now we can tell you: It’s not good, it’s great. My build focuses on all-out canyon-destroying and racetrack-slaying performance. The foundation for my Z06 begins with the $109,295 1LZ trim, as the creature comforts of heated seats, wireless device charging, and driver safety systems will not be needed.From there, it’s all business. The Z07 package’s carbon-ceramic rotors, gooey Michelin Pilot Sport Cup 2 R tires, specific suspension calibration, and massive rear wing are a must for $8995. Going Z07 also requires the aggressive carbon-fiber aero package, and for that I’ll spend extra to get the exposed carbon pieces. There goes another $10,495. The money saved by sticking with the base trim will fund the exposed carbon-fiber wheels for $11,995. Add the torso-holding Competition Sport seats for $995 and the no-cost Ceramic Matrix Gray paint, and my ultimate time-attack Corvette Z06 comes in at $142,175, the cheapest way to get the highest level of performance. —David BeardJack Fitzgerald’s $144,080 Chevrolet Corvette Z06 ConvertibleChevroletChevroletI know what you’re thinking: “$144,000 for a Corvette? This guy has lost his mind.” To you I say—go experience the Z06 achieving its 8600-rpm redline and get back to me. I’ll wait. Having windows and a roof won’t exactly cut out the howl sent forth from the Z06’s newfangled flat-plane V-8, but it will do it the disservice of hindering even a single decibel. For that reason, I would have my Z06 in the admittedly expensive but entirely justifiable convertible format.As a proud Wisconsinite, I’ll have my Z06 finished in the superb Elkhart Lake Blue Metallic paint, please and thanks. After careful deliberation I chose not to option the $12,000 carbon wheels and instead stuck with the standard setup. Instead, I would happily shell out the additional cash required for the $8995 Z07 Performance package, which in turn requires the addition of carbon flash-painted components for an additional $2995. Moving inside the Vette, I opted for the $8700 2LZ trim level for extra creature comforts like heated and cooled seats. Since flashy is sort of the name of the game here, I would spend the $695 needed to replace the standard black interior with Adrenaline Red leather. Even at its eye-watering $144,080 price, my Z06 still comes in well below what you’d pay for a used Ferrari 458—with the bonus of a full extra liter of displacement to boot. —Jack FitzgeraldCaleb Miller’s $149,515 Chevrolet Corvette Z06ChevroletChevroletThe new 2023 Corvette Z06 is a beast when it comes to performance, so I wanted my Vette to look the part. I started off with the $119,150 top-spec 3LZ trim, which includes a steering wheel with carbon-fiber trim and shift paddles, a leather-wrapped instrument panel and doors, a suede microfiber headliner, and the more track-focused GT2 seats. The seats are also heated and ventilated—critical for life in Michigan—and there’s a 14-speaker Bose sound system from the 2LZ trim.I then had my Z06 painted in the eye-catching Red Mist Metallic tintcoat for $995, and spent a further $995 on a transparent roof panel to help the Z06’s cabin feel a bit airier. I don’t want passersby to mistake my Z06 for a “normal” Corvette, so I added the $8995 Z07 Performance package, which brings carbon-ceramic brakes, grippy Michelin Pilot Sport Cup 2 R tires, and more extreme aero with a chunky rear wing and dive planes above the front splitter. These add-ons would be crucial for the occasional track day, and the package also necessitates spending an extra $10,495 to get the exposed-carbon-fiber look that lets everyone know just how extreme my Z06 is. I also added showy bronze wheels for $3795 and matched them with a Natural tan-colored leather interior. All told, my Z06 cost a whopping $149,515, but given just how sharp and satisfying the Z06 is to drive, it would be well worth the money. —Caleb MillerThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Most days, when the weather cooperates, you can find members of our testing team at one or another of our test facilities running all manner of vehicles through our extensive test regimen. One of the tests that we subject almost all vehicles to is skidpad cornering performance, which ascertains maximum lateral acceleration—the maximum steady state cornering gs that a vehicle can attain, an average of an entire lap while turning both left and right. Our testers do hundreds of skidpad tests each year, they’re experts at it, and they virtually always match or exceed any claims provided to us by manufacturers about how hard their vehicles will corner. Which is why we were puzzled when we couldn’t come close to the Corvette engineering group’s max-lat claims for the Z06 with the Z07 track package, which includes the latest gummy Michelin Pilot Sport Cup 2 R ZP tires.Marc Urbano|Car and DriverThe Corvette engineers told us that the new Z07-equipped Z06 would hold on to the tarmac up to 1.22 g on a 300-foot-diameter skidpad like we typically use, and we had no reason to doubt their number as they are, like us, meticulous testers. But we only saw 1.16 g—a significant difference and well below the company’s estimate. It was an even worse cornering number than we measured on the previous-generation front-engine C7 Z06/Z07, which hung on for 1.19 g. What’s more, we’d just also run a 2023 Z06 convertible without the Z07 package on the skidpad, and its Michelin Pilot Sport 4S ZP tires had hung on up to 1.12 g, a big improvement over the base C8 Stingray’s 1.03-g performance, one you can feel in your neck muscles. What was going on here? All the Latest DetailsOnly after the Z07 Vette left our possession did Chevy tell us the secret sauce that unlocks its full cornering capability. For all of our performance testing, which includes skidpad runs, we adjust tire pressure according to the manufacturer’s recommendations that are printed on the placard located on the door jamb or B-pillar, or in the owner’s manual. If there are multiple choices, we’ll use the high-speed, low-load specification. Oddly, the Z07’s placard required the Cup 2s to be set at 35 psi cold, some 5 psi higher than the base Z06’s tire pressure. Since the tires on the two versions of the Z06 are the same size, we wondered if something was off. That had us digging deep into the Z06 owner’s manual where we discovered a well-hidden suggestion: owners should lower the Cup 2 R’s tire pressure all the way down to 24 psi for maximum cornering on the track. Huh? It took discussions with both the Corvette engineers and engineers from tire-maker Michelin to fully explain the situation. The reason the Cup 2 tires are supposed to be run on the street at 35 psi instead of the base tires’ 30 psi has nothing to do with handling, ride, or fuel economy but rather wet-weather traction. The Cup 2s have so little tread depth—the outboard half of their tread is essentially slick, like a full-on racing tire—that they have trouble shedding water. Pumping the tire up that extra 5 psi crowns the tread enough to make a significant improvement in their grip when the road is wet according to the Vette engineers. But it turns out that, counterintuitively, these newest Cup 2 Rs deliver maximum dry road grip at the lower 24-psi pressure. These Cup 2 Rs are the latest iteration of Michelin’s hottest street-legal track rubber. The Michelin man on site at the Z06 track event showed us a cutaway Cup 2R carcass, which revealed a recent discovery by the company. Previously, the radial belts that undergird the tread rubber were laid-on flat and straight across from one of the tires’ shoulders to the other. But Michelin discovered that putting a slight wave into the belts acts like the corrugations in cardboard, stiffening the tire’s tread area that contacts the road and keeping it flatter in cornering. That change and some revisions to the tread compound not only enables the tire to potentially provide slightly more grip, but also dramatically different performance over the course of a track session. The grip of previous Cup 2s was well known for dropping off from its lofty peak after only a couple of laps; these new ones are said to be able to maintain their grip, and hence constant lap times, through session after session. We will no doubt appreciate that capability when we run the Z06 with the latest Cup 2 Rs at our annual Lightning Lap event. But we wish we had been tipped off about the inflation-pressure information hidden in the Z06’s owner’s manual, so that we could have delivered representative cornering test results for the Z07 track-pack model. After all, cornering grip numbers are not only important on the track; they’re a proof point for ultra-high-performance carmakers and enthusiasts alike. We’ll just have to get another Z07 back in the office as soon as possible to rerun our skidpad test. We could think of much worse ways to spend an afternoon. This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2024 Maserati GranTurismo returns for a new generation, bringing a prettier body that has to be seen to be appreciated.The GT also has radically different powertrains, trading its old naturally aspirated V-8 for a new twin-turbo V-6 and adding an EV variant.Maserati bestows the new GranTurismo with a beautifully appointed interior and lots of modern-day tech features.It’s been a minute since we’ve seen a new Maserati GranTurismo. Not just because the Italian 2+2 grand tourer has been on hiatus since 2019, but also because the last version had bones that dated back to the George W. Bush administration. That changes with the debut of the 2024 GranTurismo, which rides on an entirely new platform and shares nary a body panel with its predecessor. And if you haven’t heard, the redesigned GT is also a vessel for Maserati’s first-ever all-electric model, dubbed the Folgore.A Subtly Sexier Beast A passing glance at the redesigned GranTurismo reveals sexy styling that’s reminiscent of the model it replaces. Sure, the new car doesn’t look radically different in pictures, but we had the opportunity to see the coupe up close and personal at Maserati’s studio in Turin, Italy, where its evolutionary makeover made more of an impact. Believe us when we say its redrawn body lines, shapelier curves, and longer and wider proportions are positively drool-worthy, especially when they’re coated in a sparkling red paint called Rosso GranTurismo. The Folgore was also present, with its aero-optimized lower front fascia and specially designed wheels separating it from its gas-fed counterpart.The GT’s headlights are the most noticeable new visual detail, as they sit vertically versus horizontally. It’s the same look worn by the Maserati MC20 supercar, which also appears to have inspired the smoother, rounder shape of the GranTurismo’s grille with its new 3D-printed Trident logo. Opposite the restyled taillights out back, the hood has recessed creases running from the car’s snout towards its cowl. The hood also converges with the front fenders, creating a clamshell design. Note the three portholes on the GT’s front flanks are smaller and appear to sit higher than before, too. On the Folgore, the upper trim on the portholes is illuminated. Radically Different beneath the SkinMaserati might not have strayed very far from the last GT’s design language, but it has made radical changes elsewhere. Unlike its rear-wheel-drive-only predecessor, every GranTurismo has an all-wheel-drive system with an electronic locking rear diff. The old Ferrari-built naturally aspirated 4.7-liter V-8—with its 454 horsepower—is also gone. It’s been replaced by Maserati’s own twin-turbocharged 3.0-liter V-6, known as Nettuno, which debuted on the MC20. However, the GT version has been detuned, features cylinder deactivation, and uses a wet-sump oil system rather than a more exotic dry-sump setup.The GranTurismo’s engine pairs with a ZF eight-speed automatic transmission and is rated at 483 horsepower on the entry-level Modena and 542 hp on the higher-performance Trofeo. How quick are they? Well, Maserati estimates the Modena will hit 62 mph in 3.9 seconds and the Trofeo will do the deed in 3.5 ticks. That’s about a full second quicker than before. The two also have claimed top speeds of 188 and 199 mph, respectively.Every Maserati GranTurismo has a double-wishbone front suspension with a multilink rear setup. Air springs and adaptive dampers are also standard. The suspenders buoy 20-inch front and 21-inch rear wheels, with a staggered set of tires that measure 265/30 up front and 295/30 in back. Stopping power is provided by Brembo, with six-piston fixed front calipers and four-pot fixed rear clampers.Folgore AheadThanks to its new modular platform, the GranTurismo has been designed from the start to be an EV. The Folgore features an 800-volt electrical architecture, and it’s said to allow DC fast-charging speeds of up to 270 kW. The electrified grand tourer has a T-shaped battery pack that was designed in-house, doesn’t impact the car’s packaging, and has a usable capacity of 83.0 kWh. We don’t yet know its estimated range, but Maserati claims it’ll go over 250 miles per charge. Since that figure is based on the European WLTP test cycle, we’re guessing its actual EPA range will be in the neighborhood of 210 miles.MaseratiMaseratiThe Folgore features three electric motors; one powers the front axle and the other two are decoupled, meaning they individually power each rear wheel. Together the trio generates a combined 750 horsepower. There’s also a selectable drive mode that sends power solely to the rear rollers. Electric donuts, anyone? Maserati estimates the Folgore will accelerate from zero to 62 mph in 2.7 seconds and from zero to 124 mph in 8.8 ticks. We’re told this performance is repeatable and that the EV has a top speed of 199 mph.Get inside the GTUnfortunately, Maserati isn’t ready to show the world what the inside of the new GranTurismo looks like, so you’ll have to use your imagination until it’s revealed. We’re told the design is inspired by the MC20 and newly introduced Maserati Grecale compact SUV. With that said, it’s pretty easy to imagine the GT having a similar aesthetic as those models. Expect extravagant materials and impeccable craftsmanship too. Adults forced to sit in the rear seats will have a bit more legroom than before, with Maserati saying it added about 1.8 inches of legroom back there. The GranTurismo enters the digital era with a configurable 12.2-inch digital gauge cluster. The trademark timepiece that traditionally sits at the center of the dash remains, except now it’s digital and features interchangeable faces. There’s an Android-based infotainment system that runs through a 12.3-inch touchscreen. Wireless Apple CarPlay and Android Auto are standard; Amazon Alexa voice controls are also part of the package. Along with the main display, there’s a separate 8.8-inch touchscreen that likely provides controls for the climate system and such, as in the Grecale. Audiophiles should appreciate the Sonus Faber stereo, which includes a standard 14-speaker, 860-watt configuration or a 19-speaker, 1195-watt setup. The new GranTurismo has a host of driver assists, such as a 360-degree camera system, automated emergency braking, adaptive cruise control, and lane-keeping assist.Modern Maserati ReviewsHow Much Will It Cost?As before, the 2024 Maserati GranTurismo will be available in two body styles: coupe and convertible (a.k.a. GranCabrio). While droptop versions of both the gas and electric variants will be offered, neither will be available when the car launches, and they might not arrive until the 2025 model year. Maserati is expected to announce official pricing closer to the car’s U.S. launch in the second quarter of next year. The Modena’s base price will likely start just under $200,000. The Trofeo will obviously be more expensive, as will the electric Folgore, which will arrive sometime after the two gas-powered versions go on sale.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Hundreds of Hyundai and Kia vehicles have been stolen this year due to popular social media videos showing how easy it is to commandeer certain models that use a traditional key and do not have an engine immobilizer.The new security kit will be available starting today for $170. It’s expected Hyundai owners will be expected to pay for installation too, which could cost up to $500. Kia is not offering a similar security kit but is offering free steering wheel locks.Multiple class action lawsuits have been filed about the issue, which started gaining popularity in Milwaukee late last year.Hyundai has developed a $170 solution for anyone who hasn’t had their vehicle stolen. Hyundai and Kia vehicles have been targets of car thieves in recent months because it’s incredibly easy to do so, and thieves are sharing how-to videos on social media. The raft of thefts is so bad that an average of six Hyundai vehicles are stolen each day just in Milwaukee, according to local news station WTMJ.More about the ProblemThe nationwide rash of thefts has gotten so bad that Hyundai has finally come up with a solution. A new anti-theft security kit Hyundai developed in partnership with Compustar is now available. The kit includes both a kill switch and an alarm. Hyundai told Automotive News that the kit will be available at all of its 820 dealers in the U.S. and will take around two and a half hours to install. Hyundai is also working on a software fix for this issue.Software Update Is in the Works TooHyundai spokesperson Ira Gabriel described the system as a “glass break sensor security kit that targets the method of entry used by thieves to break into these vehicles.” He said customers can get them at Hyundai dealerships or at Compustar’s authorized installers in the U.S. He also said Hyundai’s update to software “to further secure these targeted vehicles” should be available for some Hyundai vehicles in the first half of 2023 with others to follow later. Vehicle owners will be expected to pay for the installation of the kit, which could cost up to $500, according to a lawyer working on one of many class action lawsuits against Hyundai over the issue. Automotive News said 15 different suits have been filed in 14 states. The lawsuits ask for monetary damages and for Hyundai to recall the affected models because the automaker did not install engine immobilizers as standard equipment until November 2021. For the past decade, Hyundai has offered stolen vehicle services for cars equipped with Bluelink. The connected technology can locate, slow down, or immobilize a stolen vehicle, but it does not make the vehicle less easy to steal in the first place.Huge Spikes in Car TheftsThe trend of stealing Kias and Hyundais started in Milwaukee in December 2021 but has spread across the country. One law firm working on one of the class action suits is MLG, which said that there has been a 346 percent increase in thefts of both brands in Charlotte, North Carolina, and that, according to the police in Saint Petersburg, Florida,more than 40 percent of all car thefts there have been Kia and Hyundai models. All 2011 to 2021 Kia vehicles and 2015 to 2021 Hyundai vehicles (like the 2016 Accent pictured at top) equipped with standard key ignitions that lack an engine immobilizer are vulnerable to theft. Vehicles with a push-button start are not affected.Kia is not yet offering an anti-theft kit but is giving out free steering wheel locks to owners. Hyundai is also handing out some free locks. Owners who want to buy the new system should be able to get it via dealerships after today (October 1) or, Hyundai says, they can contact Hyundai’s Consumer Assistance line at 800–633–5151.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.This content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Citroën has refreshed its famous double-chevron badge for just the 10th time in 103 years, moving away from its current free-standing silver chevrons after 13 years and one major refresh. The new badge sets the chevrons inside a circle, just as company founder André Citroën did in 1919. The company’s topically named Global Brand Designer, Alexandre Revert, calls it a return to the founder’s original vision, “the genuine promise of affordable and innovative mobility for all.”Citroën Citroën is also introducing a new “corporate brand identity program” called “Nothing Moves Us Like Citroën.” That’s unrelated to the company’s part in the wave of Stellantis-wide electrification slogans introduced last year, “Citroën Electric: Well-Being for All.” However, the new “brand signature” has the same basic goal: Introduce the company’s push toward electrification with a new tone. Like all Stellantis brands, Citroën will be focusing on electrification in the immediate future. That electrified future is not expected to include the United States market any time soon, but drivers who absolutely need to get their hands on an electrified Citroën can rent the Ami city car in a third-party, Washington D.C.-only ride share program announced last year.The brand says the new logo will debut on a “significant” concept later this month, marking this next era of Citroëns with unique and distinctive new branding. Given that there are just four days left in the month, that concept should be coming very soon.A Taste of FranceThis content is imported from OpenWeb. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More