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The 296GTB is an all-new entry in Ferrari’s lineup and packs a turbocharged V-6 plug-in-hybrid system good for 818 combined horsepower.Ferrari claims a time of 2.9 seconds from zero to 62 mph and a top speed of 205 mph.European deliveries will get underway in the first quarter of 2022, with prices starting at the equivalent of $321,000. Sales in other parts of the world are coming later.Ferrari revealed its 296GTB today, claiming it as the first ever Ferrari-badged road car powered by a six-cylinder engine. We must point out that, although they never wore a Prancing Horse badge, the Dino 206 and 246 from the late 1960s and early 1970s featured a Ferrari-developed V-6. Still, the new V-6–powered Ferrari represents a big change fo rthe current lineup. The 296 continues Ferrari’s expansion into the world of hybrids, with the V-6 paired to an electric motor to maximize performance and efficiency. The mid-engine 296GTB does not replace any model in the range.

Central to the new 296GTB is a new V-6 plug-in-hybrid architecture dubbed F163. The 3.0-liter turbocharged gasoline engine produces 654 horsepower and is linked to an MGU-K (Motor Generator Unit, Kinetic) inspired by Ferrari’s Formula 1 unit, which delivers an additional 164 hp. The MGU-K is connected to a 7.45-kWh battery, stored under the floor to keep the center of gravity low, and is bolted to the same eight-speed DCT gearbox that is found in the SF90 Stradale, Roma, and Portofino M.With the internal-combustion engine and electric motor working in harmony, the system churns out 818 horsepower. Ferrari claims that 62 mph arrives in just 2.9 seconds en route to a 205-mph top speed. Ferrari also says that the 296GTB reaches 124 mph in 7.3 seconds and laps the automaker’s Fiorano test track in one minute, 21 seconds, quicker than cars like the F8 Tributo and only two seconds down on its hybrid big brother, the SF90 Stradale.
Using the eManettino, drivers can select four different modes for the powertrain: eDrive, Hybrid, Performance, and Qualify. eDrive, as the name suggests, powers the car solely by electricity, creating a RWD EV capable of going 16 miles at up to 84 mph. Hybrid, the default mode, mixes the gasoline engine and electric motors to maximize efficiency, while the Performance mode keeps the internal-combustion engine on at all times and utilizes the battery and electric motor for maximum power. Qualify mode focuses even more on maximizing performance at the cost of lower battery recharging.Ferrari’s V-6 architecture mimics McLaren’s new V-6 entry in the Artura with a 120-degree vee angle, significantly wider than a traditional 90-degree angle. This allowed Ferrari to create a “hot vee” in which the turbocharger is positioned between the two cylinder banks, creating a lighter, more compact design with better weight distribution. The aluminum engine block and cylinder heads are all new, and the powertrain pumps out 218 hp per liter, which Ferrari claims makes it the most power-dense engine ever built for a production car. Ferrari also poured development hours into the monoscroll turbochargers, which were redesigned with high-tech alloys to increase the maximum revs to 180,000 rpm, with boost efficiency up by a claimed 24 percent.Ferrari promises glorious sounds from the new V-6, disclosing that the 3.0-liter was nicknamed as the piccolo V-12, or little V-12, during the development phase thanks to the sonorous notes. Although turbochargers often suck the soul out of great-sounding engines (see the transition from the nat-asp 458 to turbo’d 488), Ferrari says the new V-6 overcomes that thanks to its wide angle and redesigned exhaust system. The bodywork features active aerodynamics, including a a rear spoiler inspired by the LaFerrari that can develiver up to 794 pounds of downforce at 155 mph in its most extreme setting. The brake cooling system has been integrated into the headlight design, with intakes under the daytime running light channeling cool air into the wheel wells. There is also the “tea tray” front end, which funnels air underneath the car to suck the 296 to the ground and boost downforce on the front axle.
The 296GTB has a wheelbase around two inches shorter than Ferrari’s other mid-engine sports cars, which Ferrari claims will make it agile to drive. It also contributes to the squat, forward-leaning look. The 296GTB takes some design cues from past special editions like the J50 and P80/C, although the stance and side intake are reminiscent of the Alfa Romeo 4C. The rear end continues the rectangular taillight look started by the SF90 Stradale. Ferrari says the dry weight is 3241 pounds, with the V-6 coming in at 66 pounds lighter than Ferrari’s V-8s. The interior is clean and classic Ferrari, and features entirely digital displays for both the driver and passenger. The 296GTB will also be available with a high-performance Assetto Fiorano package, which decorates the car in carbon fiber and features redesigned structures such as the door panels for weight-savings of around 26 pounds. The package also adds a Lexan rear windscreen and adjustable Multimatic shock absorbers.The 296GTB will be delivered in left-hand-drive to European customers starting in the first quarter of 2022 before spreading to other markets. European customers will pay the equivalent of $321,000 at current conversion rates, or $360,000 with the Assetto Fiorano package.
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Nissan is recalling nearly 139,000 Sentra sedans because of bent inner tie rods, which could make it difficult to steer the vehicle. The recall includes model years 2020 to 2021, and Nissan says they are still under warranty. Nissan will notify owners during the first week of August and dealers will replace the tie rods if they are bent. Nissan is recalling 138,736 Sentra sedans because their left, right, or both inner tie rods might be bent and could cause partial inability to steer the vehicle. The recall affects the recently redesigned Sentra of the 2020 and 2021 model years. Inner and outer tie rods connect a vehicle’s steering system to the front wheels. According to a report by the National Highway Traffic Safety Administration (NHTSA), Nissan has identified its manufacturing processes that led to this issue. Other Nissan models are not affected. If a tie rod is bent, drivers could notice vibration in steering or the steering wheel being off center. If the tie rod breaks, steering would become difficult and could result in a crash, NHTSA says. Sentra owners will be notified of the recall starting on August 5, and dealers will fix the issue by inspecting both sides of the vehicles and replace either if they are bent. Nissan says that the included vehicles are still under warranty. Meanwhile, owners can check the NHTSA recalls site to find out if their vehicle is involved and to stay informed.

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Hyundai has begun production of the 2022 Santa Cruz compact pickup.It’s built on the same line as the Santa Fe, Tucson, Sonata, and Elantra.The Santa Cruz should be reaching dealerships within the next few months.The Ford Maverick may have stolen the Hyundai Santa Cruz’s thunder as the newest compact pickup truck on the block, but now the race is on to see which can get to customers’ hands first. Hyundai has officially started production of the Santa Cruz at its factory in Alabama, and the company says it will start reaching dealerships within the next few months.The Santa Cruz is being built on the same assembly line as the Santa Fe SUV, the Sonata and Elantra sedans, and the Tucson SUV with which it shares many components. It offers the same base engine as the Tucson, a 2.5-liter inline-four, and also the turbocharged 2.5-liter inline-four that’s available in the Santa Fe.

We don’t have pricing yet for the Santa Cruz, but we expect it to start around $25,000. We also know it will be available with either front- or all-wheel drive and in SE, SEL, SEL Premium, and Limited trim levels. Shorter in length than the Maverick, the Santa Cruz has a 4.3-foot bed to the Ford’s 4.5-foot bed. The base front-wheel-drive Santa Cruz is rated to tow 3500 pounds, while the turbo model is expected to have a tow rating of 5000 pounds.
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The 2022 Infiniti QX60 is redesigned with many luxury details, inside and out, intended to make the mid-size SUV more enjoyable to live with.It keeps the same 3.5-liter V-6 as the outgoing model but swaps out the CVT for a nine-speed automatic transmission.Pricing is not yet available, but the new model is expected out by the end of the summer.Infiniti has been teasing out the launch of the redesigned 2022 QX60 for more than six months with peeks at a fashionable leather interior, promises of a geared transmission to replace the CVT, and an elegant concept build—the QX60 Monograph—that made it clear the incoming QX60 would be wider and more imposing than the outgoing model. The tease continues, as we still haven’t driven Infiniti’s mid-size family hauler, but now that we’ve seen it in the sheetmetal, we can report that fans of the previous QX60 will find the new version more comfortable and more stylish, with lots of clever details, both aesthetic and useful.
If you liked the tall, square looks of the Monograph and its floating two-tone roof, you’re in luck, because the high fenders, large grille, slim lights, and blacked-out roof supports all make an appearance in the 2022 QX60, even though only the top Autograph trim will get the two-tone paint.

The exterior rewards an attentive walkaround. There are some neat little details, from the twists in the grille to the hatched silver trim plate inside the headlights. The production QX60 doesn’t get the flush door handles of the concept, but it does have the taillights with individual LEDs in a thin band that give the back of the SUV the look of a quickly departing spaceship. The only misstep we see in the exterior is the chrome faux exhaust tips at the bottom of the rear fascia. They don’t do anything, and why are they so shiny? Ah well, subjective. What isn’t subjective is that the 2022 QX60 doesn’t just look like it has a more aggressive stance; it’s measurable. The tires, 255/50-20 Bridgestones, are wider by 0.8 inch than before. The QX60’s track width measures 66.9 inches, 1.2 inches wider, and the overall height also gains 1.1 inches while losing 1.4 inches in length, resulting in a broad-shouldered machine that will still fit in a small garage. Under the big hood is the same naturally aspirated 3.5-liter V-6 from the previous QX60, making 295 horsepower. Only now, instead of a continuously variable automatic transmission (CVT), it’s backed by a nine-speed automatic transmission. Tim Franklin, director of product planning for Infiniti Americas, says the move to a geared transmission reflects customer feedback, but also Infiniti’s goals of reaching a broader audience with the new QX60. “It’s a luxury vehicle, and people expect certain things,” he said, adding that the change also means that a properly equipped AWD QX60 is now rated to tow up to 6000 pounds, an increase of 1000 pounds over the last version. The QX60 is still built on a front-wheel-drive platform, but all-wheel drive that can automatically send up to half the power to the rear wheels will be available on every trim level.
The exterior is dramatically new design for Infiniti, but the real changes come when you step inside. There might be one person who thinks the new interior isn’t an improvement over the old one, but we’d bet there aren’t two. Everything, from the shape of the dash with its sweeping, integrated console to the contrast piping around the seats, is more attractive and more comfortable. The available digital dash is clear and customizable. A 12.3-inch touchscreen sits surrounded by quilted leather, ready to display all your nav and infotainment needs, including Android Auto and wireless Apple CarPlay capability. And, as is sensible when offering wireless connectivity, there’s an optional wireless charging pad. Below the touchscreen, climate controls and massaging seat options are controlled through a backlit capacitive touchscreen, with hard knobs for power and temperature. If you don’t feel like cleaning smudges off the glossy displays, there are redundant physical button and rotary knob controls next to the cupholders, in front of a thick, padded armrest.

Infiniti

The second row offers an option of bench seat, making the QX60 a seven-passenger hauler, or captain’s chairs with a removable center console. Both versions feature one-touch buttons to tilt and slide the seats forward so third-row passengers can get in or out easily, even if there are child-safety seats in the second row. The seats fold quickly, and entrance to the third row requires no gymnastics, although the uncovered rails of the second row make third-row foot space uneven and messy. Visibility from the third row is good because of the QX60’s stepped-up seating design, which raises each row slightly above the one before it. The standard moonroof makes for even lighting throughout the cabin, but even though it isn’t a dreary back seat, it’s a cramped ride back there, best left to the small and flexible. If you’re carrying cargo that can’t complain, both rows fold nearly flat, offering 41.6 cubic feet of storage. There’s also a large underfloor cargo area, occupying space that was formerly taken up by subwoofers—which are now in the rear panels. The QX60, sibling to the Nissan Pathfinder, has been a popular vehicle for Infiniti. This redesign addresses criticisms of the dull interior and transmission which, if the price is right, should put it back in competition in the mid-size SUV segment where it squares off the Genesis GV80, BMW X5, and Volvo XC90, among others. The most recent QX60 was the 2020 model, which currently starts in the $45,000-to-$50,000 range, albeit with fewer trim levels. For the 2022 models, Infiniti has yet to release details of available trims, pricing, or EPA ratings, all of which are expected by the end of summer 2021. We hope by then we’ll be driving one.
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The EPA released range estimates for the Mustang Mach-E GT and GT Performance Edition—the former goes 270 miles on a charge while the latter can travel 260 miles.The GT and GT Performance Edition both have 480 horsepower and all-wheel drive.Deliveries of the GT and GT Performance begin in the fall, with prices for the GT starting at $61,000.With 480 horsepower and all-wheel drive, the top-of-the-line Mustang Mach-E GT claims to have the performance to live up to its iconic namesake. And now that the EPA has released estimates for both the GT and the GT Performance Edition models, we know that the higher-performance electric SUV’s range does not suffer massively compared to the Mustang Mach-E’s less powerful variants.
The EPA estimates the range of the GT at 270 miles, while the GT Performance Edition, which has an extra 34 pound-feet of torque for a total of 634 pound-feet, will go 260 miles on a charge. The GT and GT Performance Edition are only available with the 88.0-kWh Extended Range (ER) battery and both have two electric motors, one on each axle, providing all-wheel drive.These estimates are on the higher end among Mach-E trim levels, with the GT’s 270 miles matching the range of the Premium ER AWD. Although the sporty Mach-E models can’t compete with the 305-mile range of the California Route 1 (which uses the ER RWD setup), both the GT and Performance Edition can travel significantly further than any Mach-E equipped with the 68.0-kWh Standard Range battery, which is good for 211 miles of range with AWD and 230 miles of range with RWD.

The Mach-E’s closest rival is the Tesla Model Y Performance, which also utilizes a dual-motor AWD arrangement. The Model Y Performance’s motors make around 470 hp combined, shooting the egg-shaped crossover to 60 mph in 3.6 seconds in Car and Driver testing. The Model Y Performance also goes further on a charge than the Mach-E, with an EPA-rated 303 miles of range.The Mustang Mach-E GT starts at $61,000, about $1000 less than the Model Y Performance, and the GT Performance Edition costs an additional $5,000. Deliveries begin in the fall, and Ford says that more than half of the orders for the Mach-E GT so far have been for the Performance Edition.
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While in New York City to check out the newest location of Aston Martin’s luxury housing developments, we were offered the chance to try out Aston’s race simulator.The AMR-C01 costs $80,000 and features a 49-inch curved display and the precise seating you’d get in the Aston Martin Valkyrie, although this is different from the Valkyrie driving simulator C/D tried out a few years ago.Since we first told you about Aston’s pricey AMR-C01 simulator in 2020, only 20 of the planned 150 have been sold, so there’s still time to get one.Honestly, what were you doing at this point last year? If, like us, you left your real car parked and put thousands of miles on a trove of imaginary cars streaming from a huge flatscreen, you were gaming. Nonstop. More than half the country turned to video games in 2020. And seemingly everyone bought a new webcam and monitor. With production chains dismantled and at-home offices clamoring for electronics, the spike in gaming made it socially acceptable for grown adults to play in their living rooms while shouting at other grown adults in their living rooms. We amassed over 60 million Forza Horizon credits and built a garage of 300 cars. It was an incredible time.That brings us to the ultimate driving game time-suck available today, the Aston Martin AMR-C01, an $80,000 carbon fiber Jet Ski–like device that will park inside the homes of the world’s wealthiest gamers. Unlike a real Aston, the AMR-C01 is best sampled after a racquetball match, a cigar on the terrace, and some very old bottles of cognac. It’s a party, and as every gamer knows, the best parties are always indoors.

Aston Martin

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Inside a very dark room in a very expensive apartment building in lower Manhattan, we tried our hand at Laguna Seca behind the wheel of a Vantage GT4, and then the AMR-One, within the immersive Assetto Corsa. This is not Forza, so instead of collecting points for bashing an Aston into a stone wall, Assetto punishes you any time a tire touches dirt. It’s violent. Let go of the yokes as the GT4 breaks into a slide, and the powerful rear-wheel-drive car snaps left to right and left again. Tank slappers like these are accurately drilled into your knees. Ow. You’re never supposed to white-knuckle a race car, but you can’t afford too light a touch. The drilled metal brake pedal operates the same way. It won’t bite until you’re deep and deliberate with the stroke. Games like Assetto aren’t fun, really. Project Cars, iRacing, and other motorsport titles are training pads for real race car drivers who log hundreds of miles before they arrive for Friday practice. Darren Turner, a former Aston Martin factory driver who races a private GT4 in the British GT Cup, helped fine-tune the digital car we’re slicing through Corkscrew. But the sense of speed is more impressive than the physics. The AMR-C01 uses a single 49-inch curved display like a miniature IMAX movie. The rakish A-pillars and windshield fill the periphery. The in-car view wraps the dash around the physical steering wheel. We’ve driven sims that tack multiple displays onto a metal cage. The hard cuts slice the image across the panels. No good.

Aston Martin

Getting into the AMR-C01 is an exercise that’s almost too arduous for a living-room toy. The high carbon sill and rigid bucket seat (at the same fixed angle as in the upcoming Valkyrie) require a limber frame and some ungraceful movements. Powered fore/aft adjustments for the seat ensure a snug fit. They’re on the console, next to the kill switch with the red cover. Bathroom breaks will need to wait. And anyone over six foot two will stand back and watch. Tall people don’t fit well in real exotic cars or simulated ones.

Aston Martin

The idea of an Aston-branded simulator started between Turner and Aston’s chief designer Marek Reichman. The chassis comes in any of Aston’s racing liveries or factory paints, while the seat upholstery is available in any color leather or microsuede. The etched Aston badge on the nose is another Valkyrie touch.”The idea was to have something that’s beautiful,” says James Guess, who manages Base Performance Simulators, the British company that will help build only 150 examples. It’s marketed using the name Curv Racing Simulators.The AMR-C01 can run any Windows-based racing game, and there’s a wireless keyboard and trackpad that fits into a handy slot in the chassis. Hook it up to a surround sound stereo and you’d never see the light of day. It’s not quite the Red Bull Racing simulator we drove that Aston Martin used to develop the Valkyrie, but such a rig wouldn’t fit so neatly in a luxury apartment.

Aston Martin

However, the hardware beneath the Aston’s silky skin isn’t quite top shelf. The 120-Hz monitor runs at 2K resolution, not even 4K or the 8K of the best gaming screens. The graphics card, an Nvidia GeForce RTX 3070, is significantly outpaced by the 3080 and 3090 chip sets. The Intel processor is the older i7, not the bleedingly fast 10-core i9. Many racing games haven’t yet touched the limits of these super silicon wonders, and yet in a short time, the AMR-C01 will be lapped by faster rigs built by home gamers at a fraction of the price. Guess thinks the computer hardware wouldn’t fit inside, since the majority of space accommodates the gamer’s legs and feet. But then again, an Aston Martin is always about more than the latest tech.So far, only 20 Aston sims have shipped. Meanwhile, Guess is racing a real Aston alongside Turner that is currently second in the championship. Sometimes the real thing has to be experienced outside.

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Porsche is adding the GTS model to the 2022 911, and it’s available in rear- and all-wheel-drive coupe and cabriolet models along with an all-wheel-drive Targa. They’re powered by a twin-turbocharged 3.0-liter flat-six that makes 473 horsepower and is available with either an eight-speed dual-clutch automatic or a seven-speed manual transmission. The 2022 911 GTS models are available to order now and will arrive early next year starting at $138,050.Porsche is adding the GTS model to the 992-generation 911’s lineup, and they have 30 more horsepower than the Carrera S models along with other performance upgrades. They’ll arrive in the U.S. early next year in rear- and all-wheel-drive coupe and convertible models along with an all-wheel-drive Targa variant.
The GTS model’s twin-turbocharged 3.0-liter flat-six produces 473 horsepower and 420 pound-feet of torque, increases of 30 horsepower and 30 pound-feet over the Carrera S. An eight-speed dual-clutch automatic transmission is standard, and a seven-speed manual with a 0.4-inch-shorter shift lever is optional. Porsche claims a zero-to-60-mph time of 3.1 seconds from the automatic-equipped Carrera 4 GTS, though, in our test of the Carrera 4S, we reached that mark in 2.8 seconds. Porsche’s sport exhaust system is standard on the GTS models.

Porsche’s adaptive dampers and Sport suspension’s 0.4-inch-lower ride height come standard and are specifically tuned for the GTS. The stopping power comes from 16.1-inch front and 15.0-inch rear iron rotors from the 911 Turbo and pair with black center-lock wheels derived from the Turbo S and sized 20 inches up front and 21 inches rear. An available lightweight package with carbon-fiber seats and lighter glass sheds 55 pounds, and it removes the rear seats and adds rear-axle steering.Like previous-generation GTS models, the new cars feature additional black trim inside and out. Their spoiler lip, rear grille, and GTS badging are all blacked out, and the Targa bar is black on the open-roof model. Porsche’s dynamic LED headlights with darkened surrounds are standard and the rear lights are also darker. Inside, a GT sport steering wheel and four-way adjustable sport seats are standard, and the interior is trimmed in Porsche’s suedelike Race-Tex material and carbon fiber.
The 2022 Porsche 911 GTS models are available to order now starting at $138,050 for the Carrera GTS, $150,850 for the Carrera GTS cabriolet, $145,350 for the Carrera 4 GTS, and the Carrera 4 GTS cabriolet and Targa 4 GTS both start at $158,150.
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Aston Martin is terminating its relationship with the Nebula Project of Switzerland over money it said it didn’t receive for Valkyrie, Valhalla, and Vanquish cars, saying it will lose as much as $21 million by ending the agreement. Nebula shares management with AF Cars, which also produces Zagato models and sells the Callum Vanquish 25.In other news, Aston has axed its track-only Valkyrie AMR Pro—but will announce a different variant later in June.The Aston Martin Valkyrie is set to be one of the world’s fastest and most exotic cars, but it has not had an easy development program. The original schedule, which had the 1160-hp hypercar slated to reach customers last year, was delayed by COVID-related complications. Now Aston is suing a Swiss dealer group, claiming it has withheld deposits it has received for the Valkyrie. From now on, Reuters reported today, Aston will collect the money from customers itself. There have been more complications, too: Car and Driver has also learned that the proposed track-only AMR Pro version of the Valkyrie has been canceled, with the company set to announce a different variant next week.

On paper, the Valkyrie remains every bit as special as it did when we first learned about what would become a collaboration between the Red Bull Racing Formula 1 team and Aston Martin back in 2017. The car is the brainchild of Adrian Newey, the most successful F1 designer of all time, and will incorporate both a screaming naturally aspirated Cosworth-built V-12 engine and an ultra-lightweight structure which will give it a pound-to-horsepower ratio better than that of most GT race cars.But the development saga has been complicated. Aston’s statement makes clear that the company entered into an agreement with Nebula Project in Niederwil, Switzerland, in 2016 to help fund the development of the Valkyrie. They also teamed on the cars that would become the mid-engined Valhalla and Vanquish, on which Aston has also started work. According to Aston’s statement: “Under the terms of this agreement, Nebula Project AG was to receive royalty payments, which could have been significant over time, linked to production volumes of these programs and [Nebula] meeting its funding commitments.” Aston says Nebula failed to pay Valkyrie customers’ deposits forward, so it has terminated both the agreement and its contract with AF Cars, the company that operated its Saint Gallen dealership in Switzerland and shared its directors with Nebula. Doing this is anticipated to reduce cash flow by as much as $21 million at current exchange rates, but Aston says it will ultimately save money through not having to make royalty payments. The company also confirms it has not entered into similar deals with any other third party, with the claim it was agreed upon by “prior management” prominent in the statement.AF Cars also controls the R-Reforged brand, which has been selling factory-approved Zagato-bodied coupe and speedster versions of the previous-generation Vantage, and which is also marketing Ian Callum’s exclusive restomod version of the original Vanquish. We don’t know how the termination of the agreement will affect those projects.

Aston Martin Valkyrie AMR Pro at Geneva auto show, 2019.
Aston Martin

In separate but related news, Aston is set to unveil another version of the Valkyrie at the end of this month. Pictures taken from what seems to be a configurator page leaked yesterday showing a car with much more aggressive wingwork than the regular Valkyrie. Aston insiders have confirmed that this is the replacement for the proposed track-only Valkyrie AMR Pro, which was meant to be limited to no more than 25 cars but which was quietly axed at the end of last year when potential customers who had expressed interest were told the car was no longer going ahead. The lights, wipers, and door mirrors visible on the new Valkyrie variant in the leaked images strongly suggest it will be street legal.

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