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For 2022, the Range Rover will come in standard- and long-wheelbase variants with seating for four, five, or seven.Four-wheel steering is newly standard across the lineup.The 2022 Range Rover SE, Autobiography, and First Edition are available for order now, with deliveries next spring.“Range Rover is not about radical change for the sake of it,” says Jaguar Land Rover’s chief creative officer, Gerry McGovern. Despite the fact that a new Range Rover is a once-in-a-decade occurrence (significantly longer than the typical product cycle), the all-new 2022 Range Rover does indeed look immediately familiar. But the new Rover packs a host of innovations. Those start with the model’s first ever three-row version, which at long last puts it on equal footing with competitors such as the Mercedes-Benz GLS-class, the BMW X7, the Cadillac Escalade, and the Lincoln Navigator. The seven-seat Range Rover uses the long-wheelbase body style and is expected to be especially popular in the U.S. market, where, Land Rover tells us, one in four existing customers have requested such a vehicle.

Both versions have added approximately three inches between the axles, with the standard wheelbase now 118 inches and an overall length of 199 inches, and the long-wheelbase version eight inches greater in both measures. The wheels are as large as 23 inches. McGovern characterizes the new Range Rover’s design as “clean, reductive, and free from excessive line work.” As before, the profile view features a gently falling roofline, a continuous beltline, and a rising sill line. Compared to the previous version, McGovern says the new one “is about taking out, not adding in.”

Land Rover

To that end, the molding at the base of the windows has been removed, the door handles are flush-mounted, and there’s flush glazing. Until illuminated, the taillights present as simple black vertical elements. Those flush elements, along with the new vertical creases at the rear corners, active aero elements, and a suspension that automatically lowers at highway speeds give the Range Rover a coefficient of drag of 0.30, an improvement of 12 percent.Range Rover claims to have pushed the envelope in terms of luxury finishes, with the SV trim (which arrives with the 2023 model year) featuring ceramic knobs and switchgear (in white or anthracite), wool-blend upholstery, and marquetry wood veneers in a mosaic pattern. The SV offers two design themes: Serenity, with a copper-colored roof and matching accents on the wheels and grille surround, or Intrepid, with black trim and anthracite gray as the accent color.The new Range Rover interior features a 13.1-inch central touchscreen that runs JLR’s Pivi Pro operating system, which adds haptic feedback and includes Amazon Alexa integration as well as wireless Apple CarPlay and Android Auto. Ahead of the driver sits a new 13.7-inch digital instrument cluster with a configurable display. The 1600-watt Meridian sound system, which is exclusive to the Autobiography and First Edition, includes active noise cancellation and boasts 35 speakers—including in the headrests. Perhaps the ultimate luxury: The optional cabin air purification system can filter SARS and Covid pathogens. Come next year, entering and exiting the Range Rover will be made easier by the optional new Power Assisted Doors, which also can be controlled via the touchscreen.We poked around inside three pre-production Range Rovers: a standard-wheelbase First Edition, an extended-wheelbase SV with the four-seat interior, and a seven-seater. In the seven-seater, both rear rows are power-folding. The third row is genuinely usable, with 34 inches of legroom, and access is reasonably easy. It also avoids feeling like steerage class thanks to its padded armrests, USB ports, A/C vents, and seat heaters. The four-seat SV, meanwhile, has a full-length center console from which a table motors up and swivels to serve either rear-seat occupant as well as its own 8-inch touchscreen. Its executive-class rear seats include deployable leg rests. An available rear-seat entertainment system features dual 11.4-inch screens, and there’s a refrigerated cool box in between the rear seatbacks.

Land Rover

Moving to the back of the Range Rover, the model again features an upper liftgate and a drop-down tailgate. For the latter, there’s a newly available Tailgate Event Suite: a pop-up two-person seat with leather cushions—just the thing for watching a polo match or tailgating before the Harvard-Yale game. The option includes additional lighting and speakers in the liftgate that can play music from your smartphone.Underneath all the finery, the new Rover debuts the brand’s MLA-Flex architecture, which is said to be 76 percent aluminum. Torsional rigidity is up by a claimed 50 percent. Powertrain choices include inline-sixes and a turbocharged V-8. An EV is also promised but won’t arrive until 2024.The familiar turbocharged 3.0-liter inline-six with 48-volt hybrid assistance returns as the base engine in the SE. It delivers 395 horsepower and 406 pound-feet of torque.Optional on the SE and standard on the Autobiography and First Edition is a new 4.4-liter twin-turbo V-8 making 523 horsepower and 553 pound-feet of torque. With it, the new Rover hustles to 60 mph in a factory-estimated 4.4 seconds.A plug-in-hybrid six-cylinder arrives a few months later for the 2023 model year and makes 434 horsepower and 516 pound-feet of torque. Its 38.2-kWh battery (usable capacity 31.8kWh) gives it a projected EV range of 62 miles. A 105kW electric motor integrated into the transmission is brawny enough to propel the Range Rover at speeds up to 87 mph. All-wheel drive is standard and can now disconnect the front axle. The Range Rover adopts Land Rover’s Clearsight front camera system, which can stitch together a forward-view image as if the front bodywork were see-through. The default ground clearance is 11.6 inches, and the air suspension offers a maximum rise of 5.7 inches. The Rover can wade through nearly three feet of standing water. As in the Defender, there are six off-road driving modes. The major chassis innovation is the addition of four-wheel steering, which is standard. The rear wheels turn as much as 7 degrees, trimming the turning circle to 36 feet. Air suspension again is used but gets new twin-valve dampers that adjust rebound and compression separately. The Range Rover also adds 48-volt electronic anti-roll bars. The 2022 Range Rover is available for order now, with deliveries to commence in spring 2022. Expect the plug-in hybrid powertrain to be available three months later. Prices start at $105,350 for the SE and $153,350 for the Autobiography, with the First Edition currently the most expensive offering at $159,550 for the standard-wheelbase variant and $164,850 for the long-wheelbase version. When the SV arrives, it will be even dearer still and sit at the top of the lineup.

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A lot of the excitement surrounding the launch of the 2023 Chevrolet Corvette Z06 is understandably about the 8600-rpm screamer of a V-8 nestled between its 3.6-inch-wider rear flanks. And a key piece of the return to a stonking naturally aspirated V-8 is about the experience. It sure sounds great from the outside, like when we caught it ripping off launch-control starts, but what about from the driver’s seat? Unfortunately, that’s a question we can’t fully answer just yet.

When we asked the Corvette engineering team if they could quantify how much louder the Z06’s 5.5-liter DOHC V-8 is, compared to the 6.2-liter pushrod V-8 in the Stingray, they told us that the sound level at the exhaust exit is essentially the same, as, in both cases, they’re at the limits of noise pass-by requirements. In the Stingray, it was a bit of a letdown that the move to a mid-engine layout coincided with a slight reduction in the small-block’s roar at the driver’s ear. However, in the Z06, there’s a trick that should get more of its shriek into the cabin.
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As you can see from the above photo, what look like quad tips are actually just finishers behind which the actual exhaust pipes are hiding. But notice the diffusers in the outer two. According to vehicle-performance manager Alex MacDonald, these bezels are actually “reverse trumpets” that are used to reflect the engine’s high-pitched anger back into the cabin. This is part of an extensive effort to perfect the sound of the highest-output naturally aspirated V-8 ever. Getting this inventive solution just right involved retooling the rear fascia during the development process, according to executive chief engineer Tadge Juechter, something made possible by the delay to the Z06’s launch caused by the COVID-19 pandemic and subsequent supply-chain issues. In addition to hearing more of the LT6, you’ll also feel more of it: its mounts, stiffer than the Stingray’s, “bring the engine into the car,” according to MacDonald. We can’t wait to experience it for ourselves, and, don’t worry, we’ll be bringing our sound-level meter when we do.

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If you own a C7 Z06, allow me to congratulate you on your gnarly hunk of machinery. With 650 supercharged horsepower stuffed under its bulging hood, the C7 Z06 wasn’t a car for novices. It’s not like it had any evil handling characteristics, but a front-engine car slamming 650 pound-feet of torque through the rear tires is going to be inherently traction challenged. Seldom have Michelin Pilot Sport Cup 2s worked as hard as the ones on the back of a C7 Z06—except maybe the ones on the back of a C7 ZR1, which had 755 horsepower. That one was supercharged, too. It was like a Z06, but more.

Which was disappointing for Corvette fans who’d come to expect the Z06 to embody a certain track-rat purism, defined by low weight and a high-revving, naturally aspirated V-8. When the C5 Z06 debuted 20 years ago, it was only available in hardtop form—no hatch—with a manual transmission. Its successor, the C6 Z06, packed one of the more memorable engines of the past two decades, the LS7 7.0-liter V-8 that revved to 7000 rpm and cranked out 505 horsepower. It was also only available in hardtop/manual configuration. By the time the C7 debuted, you could get a Z06 convertible with an automatic. In our Corvette fanfiction, the C7 Grand Sport (Z06 body, natural aspiration) got the LS7, the Z06 was called the ZR1, and the ZR1 was the L88. You follow? Of course you do.

Now, with the C8, the Z06 is returning to its roots. You could say that its 670-hp 5.5-liter double-overhead-cam V-8 is the spiritual heir to the Mercury Marine–built 5.7-liter screamer from the C4 ZR1, a car that should have been a Z06 (it belongs to that universe, and that’s an argument we can have at the next Bloomington Gold). Pushrods—or lack thereof—aside, this new engine is a worthy successor to the LS7, except it revs even higher and uses a flat-plane crank. You know who else makes a naturally aspirated flat-plane V-8? Nobody! But Ferrari used to, which is why Chevy benchmarked the old 458 Italia rather than the newer turbocharged 488 GTB. They’re chasing an experience, not just a lap time. A Ford Mustang Shelby GT500 (supercharged V-8, dual-clutch automatic) will torch a GT350 (flat-plane naturally aspirated V-8, manual) around any track you care to name, but the GT350 driver will be immersed in a more visceral experience. It’s like the difference between a Porsche 911 GT3 and a GT2: the turbocharged GT2 is quicker, but that doesn’t mean it’s more rewarding to drive.The C8 Z06 is an anomaly in the modern world, a special model with its own special engine. Bolting on some boost is far easier than designing a valvetrain that can survive 8600 rpm and accommodating the vibration challenges that come with a flat-plane crank. (Like, screw-on oil filters that unscrew themselves, prompting a design change.) But that’s how you get a street-legal car that sounds like it belongs on an F1 starting grid—by doing things the hard way.The C8 already had the exotic mid-engine looks. Now it’ll have the sound and, we expect, the pace to hang with the best of the European stuff—Chevy is claiming a 1.2-g skidpad number with the Z07 package. “Corvette or 911 GT3?” is about to become topic worthy of serious debate. If past is precedent, then we’d expect Chevy to follow the Z06 with a ZR1 that uses forced induction to generate silly numbers—mega horsepower, higher top speed, lower lap times. And that car, we’ll respect. But the Z06 will be the one we love.

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General Motors will produce Ultium-brand Level 2 electric vehicle charging equipment and work with its dealers donate thousands of the units to underserved areas in cities and rural areas.There are three levels of charging equipment, with power ranging from 11.5 to 19.2 kW, and they’ll be usable by all EV customers, not just GM EV owners.Deliveries of the first Ultium charging stations start in early 2022, and customers can include the cost of a station when financing their new GM EV.General Motors said today it will sell its own electric-vehicle charging stations, branded with the Ultium name—and donate more than 40,000 of them to its 4000-plus franchised dealers to install in their communities.The goal, the company said, is to expand access to charging stations in “underserved, rural, and urban areas where EV charging access is often limited.” It’s a recognition that while GM “aspires” to sell only EVs as passenger cars and light trucks by 2035, many of its dedicated customers and longtime dealers have little exposure to them—and, crucially, may have never seen or noticed a public EV charging station.

The three Ultium charging stations announced today vary in their features, including models with an embedded touchscreen and a camera. They also vary in the amount of power they deliver, from 11.5 to 19.2 kilowatts, which makes them among the highest-power stations available. (In comparison, Electrify America’s Level 2 HomeStation is 9.6 kW, ChargePoint’s Home Flex claims 12.0 kW, Ford’s Mach-E Connected Charge station provides 11.5 kW, and the top-end Charge Station Pro for the future Ford F-150 Lightning will offer 19.2 kW.) All are networked via Wi-Fi and Bluetooth, allowing GM to monitor and aggregate charging data, though the company says users can opt out if they prefer. All offer dynamic load balancing, meaning that when electric utilities signal they need to reduce demand or want to encourage off-peak charging, the stations can adjust the energy delivered to the vehicle.Deliveries of the first Ultium stations will start early next year, and EV buyers can roll the cost into their auto financing at the dealer. Importantly, the stations are intended for both home and commercial use. That’s a hint that, like Ford, General Motors may anticipate faster EV adoption among commercial-vehicle fleets, lured in by EVs’ far lower per-mile running costs, than among consumers who often need to be educated one by one.As for what GM calls the Dealer Community Charging Program, the company will give each of its EV-certified dealers up to 10 Ultium charging stations for free. The dealer is expected to work with community leaders to identify highly visible, long-dwell locations where EV charging doesn’t presently exist. Those may be parking lots at arenas, sports fields, fairgrounds, and the like—locations that will be “accessible, visible, and ubiquitous,” in the words of Hossein “Hoss” Hassani, GM’s North America director of EV commercialization and ecosystem.The new stations won’t be at the dealerships themselves, however. Dealers have other programs under which they can install charging stations—though their real-world accessibility varies greatly. (EV drivers often report that dealership charging stations nominally open to the are frequently blocked by other vehicles.) This program is intended to get EV charging out in front of the people who have never seen such a site—or may not be aware that they’ve encountered one.

The stations will be branded Ultium Charge 360, GM’s unwieldy name for what the company calls its “holistic charging approach that integrates charging networks, GM vehicle mobile apps, and other products and services to simplify the overall charging experience.” Essentially that translates to making EV charging more available, simpler, and easier. No EV maker except Tesla has accomplished that goal so far, but with more than a dozen EVs from its four U.S. brands hitting the market by 2025, the company realizes it has to do better.Earlier this month, GM CEO Mary Barra said the company would spend $750 million by 2025 to improve electric-vehicle charging and make it accessible to all Americans. This morning’s announcement is a first cautious step toward that goal. Asked if that rather large amount of cash would include DC fast-charging for trips beyond an EV’s range, Hassani demurred. “This is what we’re announcing today,” he said. Clearly, though, if GM is serious about making EV charging available to all U.S. drivers, we can expect more such announcements, and soon.

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RVs are incredibly popular right now, and anything that allows you to spend more time off-grid certainly has an audience waiting to check it out.The latest such accessory is the Xpanse Solar Awning, which can provide up to 1.2 kW of solar power to power up an RV full of appliances while it shades your comfy seats below.Xponent Power will take your pre-order $100 deposit and is offering the awning at an initial price of $7500 through October 30, but buyers after that will pay $10,000. Deliveries should happen sometime next year.There’s been an unmistakable boom in RV sales during the pandemic. According to the RV Industry Association (RVIA), there were just over 55,000 RV shipments in the U.S. in September 2021, a 32.2 percent increase over the same month in 2020. September 2021 was also the highest month for RV sales that the RVIA has ever tracked, which helped 2021’s third quarter (July to September) become the highest sales quarter ever, with 152,370 RVs shipped. In other words, if you’re getting ready to launch the “first commercially available retractable solar awning for RVs,” now’s the perfect time.

Xponent Power, which is coming out of stealth mode today, is right on time with its new Xpanse solar awning. Instead of a fabric awning to provide shade near the camper, the Xpanse awning is made up of thin, high-efficiency solar panels that fold together in a zigzag fashion and hide inside a protective shell on the top of the RV when not in use. Xponent said it takes 30 seconds to extend or retract the awning, which in standard form is about 16 feet long and can be mounted anywhere there is space available to mount two side arms 16 feet apart, company founder Rohini Raghunathan told Car and Driver, adding that Xponent is working on designing other sizes and ways of attaching it to an RV.”The Xpanse solar awning can be sized anywhere from three feet to 16 feet,” Raghunathan said. “We are in the process of designing the next-generation product that will not require side arms and hence will be compatible with a broader base of models, including Sprinter-type vehicles.”

Palmer Morse/Xpanse

The Xpanse awning can provide up to 1.2 kW of solar power to run onboard appliances and is unsurprisingly compatible with the kinds of electrical components used in traditional RV solar installations, including charge controllers, batteries, and inverters, plus RV appliances such as refrigerators, lights, and microwaves, the company said. It can be installed on either side of an RV, so if you like the shade awning you already have but want an additional power source, that’s not a problem.

Xponent Power

Xponent said it designed the Xpanse so it doesn’t cause problems when the wind picks up. For one thing, the solar panels are separated from each other to let air pass through and thus stay stable “even at relatively high wind speeds,” the company said in a statement. At higher speeds, the awning uses built-in sensors detect wins speed and automatically retract when needed. The awning decides when to retract using what Xponent calls “extensive machine learning” that has helped the company identify situations when it is no longer safe to have the awning out.There are still some details pending. For example, Raghunathan said Xponent is currently in discussion with manufacturing and assembly partners in the U.S. and hasn’t yet finalized the assembly location. “We are also in discussions with solar cell manufacturers for sourcing and final decisions have not yet been made about where these cells will be sourced from,” she said. Even more interesting, the company said it is also in talks with automotive and RV manufacturers to offer the Xpanse as a pre-installed option on new vehicles.

Xponent Power

Xponent Power plans to charge $10,000 for this solar awning system but initially is offering it for $7500 for those who order by October 30. The company will start taking $100 refundable pre-order deposits today even though the first product deliveries won’t happen until 2022.

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Rental giant Hertz announced this morning that it is ordering 100,000 Tesla Model 3 EVs, giving it “the largest EV rental fleet in North America” and making EVs 20 percent of the Hertz fleet.Hertz promised that customers will start to find Tesla Model 3 cars at some locations in the U.S. and Europe starting in early November. The full 100,000-car order is expected to be fulfilled by the end of 2022.Hertz said it will also install “thousands” of charging stations in its locations, which will supplement Tesla’s already expansive Supercharger network, and will set up an expedited app-based booking process for the EVs.In a major move both for Tesla and the rental-car market, Hertz has announced it has ordered 100,000 Teslas. The rental-car company’s $4.2 billion order represents the largest single EV purchase to date, as Bloomberg noted this morning. Tesla Model 3 cars will start appearing in Hertz airport and other rental locations next month, and the cars will continue to roll out across U.S. and Europe locations through the end of 2022. Hertz also announced today that customers who rent a Model 3 before February 1, 2022, who use the Tesla charging network will get free charging privileges. The announcement did not specify whether all 100,000 cars will be Model 3s but did not mention other Tesla models.

A big part of this deal, of course, is that Hertz customers will get to use Tesla’s expansive Supercharger network, and Hertz also said it will install “thousands” of chargers across the U.S. and Europe. The Hertz plan is to set up Level 2 and DC fast-charging stations in 65 cities by the end of 2022 and more than 100 by the end of 2023, although the rental company alluded to “semiconductor chip shortages or other constraints” as one reason that ambition could be delayed.Hertz is also promising faster booking through an EV-specific function on the Hertz app.The rental-car company first offered EVs in 2011 and started offering the Tesla Model S at airports in California in 2013, but as recently as 2017 Hertz and Enterprise both told Car and Driver that they were cutting their EV fleets because of low demand. One obvious difference between 2017 and today is that the growth of Tesla’s Supercharger network makes an EV rental a much more practical proposition.

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We already know the C8-generation Corvette Z06 will rev to an astonishing 8600 rpm. Now, we have studio-quality audio showing what that outrageous number sounds like in action.
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The video, from automotive content producer Emelia Hartford, shows a C8 Z06 test car in what has become very familiar camouflage. It is doing a pull on a dyno in a sound-standardized anechoic chamber, where Hartford says the Corvette team has spent “countless hours perfecting the noise” of what is expected to be an outlandish high-revving flat-plane-crank engine that shares elements with the engine used in the current C8.R racing car.

Thanks to a few previous teaser videos, we already know this will be the most outlandish sounding Corvette ever. As in previous audio released by Chevrolet, this video seems to indicate that the most extreme mid-engine Corvette yet will sound more like a V-8 Ferrari than any previous high-end Corvette. Given that the car was benchmarked against those same V-8 Ferraris at the Nürburgring, it may perform at that level, too.While the C8 Z06 will not be revealed in full until Tuesday, October 26, GM has already shared a photo of the car. It looks nearly as extreme as it sounds, but we still do not know exactly how fast it will be. The final reveal is set for 12:30 p.m. ET, so come back then for specific details on what makes the latest track-focused Corvette so special.

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It’s not just a car that’s for sale on Bring a Trailer right now, but a story of a man who loved his Porsche 912.George Vaccaro purchased it as a way to tour Europe on the cheap back in 1967. The 912 lodged itself deeply into his heart, so he and his wife decided to ship it back home to the U.S., where it was nicknamed “the Gray Fox” and used as a daily driver for decades. The auction ends on Thursday, October 28, and bidding is already above $80,000 as of October 24. Vaccaro passed away earlier this year at age 80, and his family hopes for a buyer who’s willing to keep this vehicle alive the way he did all those years. Not many 1967 Porsche 912 coupes are still around, and none of them have the story that auction lot #58316, currently available on Bring a Trailer, does. As this nicely produced video accompanying the auction listing lays out, this is the story of a man who loved his car too much to sell it over a half-century ago.
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During a 10-country European vacation in 1967, George Vaccaro decided to buy a new Porsche—original cost $4515, with options—and drive it across the Continent rather than rent some wheels. At the end of the trip, the plan was, he and his wife would sell the car for enough that they’d save money on the deal. But, after experiencing just what the 912 had to offer, the plan changed and the Porsche found its way to the U.S., where it served as a daily driver for years and years.

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It’s easy to understand why Vaccaro and his wife loved this 912, which earned the nickname the Gray Fox. Painted in Slate Gray with a black vinyl interior, the 1.6-liter flat-four and four-speed manual transmission provided just the thing for enjoyable driving 50-plus years ago. Vaccaro took such good care of this 912 that it still provides an enthusiast experience today.

You can be the next person to own this vehicle if you’ve got the money and, one hopes, the ability to care for this piece of automotive tradition as well as Vaccaro did. The current bid is just under $83,000 with four days left in the auction. The price includes the car’s “importation correspondence, service records, black California license plates, a Porsche Certificate of Authenticity, magazines in which it was featured, trophies, a tool roll, manufacturer’s literature, and a clean California title,” BaT says.

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The reason this 912 is up for sale now is because Vaccaro passed away earlier this year at age 80. His twin daughters also have an affection for this car, but they want someone who loves cars to become the second owner, someone who will not only enjoy the drive but who is also able to care for—and enjoy—the 912 the way their father did. Because enjoy it he did. The five-digit mechanical odometer shows 89,000 miles, but it has rolled over at least once.

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As the trophies and media attention included in the auction hint, this 912 has been getting attention for years. Two years ago, the car underwent an engine-out overhaul with help from BTM Motorwerks of Campbell, California. More recently, the tires and hood struts were replaced and the upholstery was repaired. There’s a four-spoke leather-wrapped steering wheel and an analog clock. The car also comes with 15-inch wheels with Porsche dog-dish hubcaps, a heater, and a Panasonic cassette stereo (apparently installed in 1974 after the original radio was stolen). The exterior has been refinished, and according to BaT commenters who say they’ve seen the Gray Fox in person at events or on the road, this Porsche 912 coupe is about as stunning an example as you’re likely to find these days.
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