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The Porsche Cayenne will receive a mid-cycle update for 2024, bringing a redesigned dashboard.Inspired by the Porsche Taycan, the Cayenne’s new dash features a curved digital gauge cluster, which ditches the analog tachometer. Along with an optional passenger-side display, the Cayenne’s updated interior adds a new steering wheel, a shifter relocated to the dash, and revised HVAC controls.When the 2024 Porsche Cayenne is unveiled next month at the Shanghai auto show, it’ll introduce numerous changes as part of a mid-cycle refresh. However, ahead of that full reveal on April 18, Porsche provides a sneak peek at the Cayenne’s redesigned interior, which took inspiration from the screen-laden scene in the Taycan EV.Inside the updated Cayenne, the driver faces a 12.6-inch curved display that acts as the gauge cluster. Gone is the large centrally mounted tachometer. Porsche says it didn’t take lightly the decision to go fully digital, insisting the new setup provides greater flexibility for the future as well as sticking to its heritage, albeit with a digital twist. The latter refers to a classic view that transforms the screen into Porsche’s iconic five-tube instrument panel.PorschePorsche doesn’t stray too far from its roots in other areas, such as keeping the ignition switch to the left of the steering wheel, per tradition. The steering wheel itself is new, inherited from the 911 and bringing a newly standard drive-mode selector. Purists might be less enthused to learn the Cayenne’s traditional transmission shift lever has been replaced by a stubby mechanism on the dash to the right of the steering wheel. While it isn’t visually appealing, Porsche believes customers will appreciate the space it saves. PorschePorscheDespite ditching some old-school elements, the Cayenne’s updated interior still includes a volume knob and some physical controls for the HVAC system. A series of switches and touch-sensitive buttons with haptic feedback are found on the center console. They adjust the climate settings through an array of reshaped air vents that for the first time don’t feature louvers.At the center of the Cayenne’s new dashboard is a 12.3-inch touchscreen that acts as the hub of the Porsche Communication Management (PCM) infotainment system. It includes all the previous bells and whistles, such as wireless Apple CarPlay and Android Auto. The infotainment setup is also joined by a newly optional 10.3-inch touchscreen for the front-seat passenger, which for safety reasons can’t be viewed by the driver. Porsche says the in-dash displays can stream movies too, but the vehicle can’t be moving for it to work on the center screen.The other new additions to the 2024 Cayenne’s interior include a cooled smartphone storage bin with wireless charging, a wider array of recognizable voice commands, and several newly added USB-C ports. 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.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Porsche has released pricing for its 2024 718 Cayman and 718 Boxster lineups, and the whole range is noticeably more expensive than last year.Porsche appears to have shaken up the 718 offerings: the Cayman T and Boxster T are noticeably absent from the configurator.A new version of the Cayman and Boxster, labeled the Style Edition, spruces up the look of the 300-hp base models. Pricing is now available for the 2024 Porsche 718 models, and each trim is considerably more expensive than the previous model year. Prices on most models, from the base 718 Cayman to the Boxster GTS 4.0, have increased by a relatively steep $5100. That figure pales in comparison to the top end of the lineup, where the Cayman GT4 RS tacks on an additional $13,100 for the new year, for a total of $163,650. Learn More About the 718Looking at specific trims, the Cayman now starts at $69,950, while the S starts at $81,950 and the GTS 4.0 starts at $96,850. Those figures all rise by $2100 if you make the move to an equivalent Boxster spec. Pricing for the new Style Edition versions of the 718 remain MIA on the Porsche configurator, but they should be roughly in 718 T territory, somewhere between the base model and the S.PorscheNot Serving the TSpeaking of the T, Porsche seems to have dropped the trim from its lineup in favor of the new Style Edition. Porsche’s laundry list of options has long allowed extensive customization to really personalize your vehicle. The Style Edition is a sort of cheat code with a specially selected set of visual upgrades, and the package ties things together quite nicely. The standard version of the Style Edition adds black 20-inch wheels from the Boxster Spyder along with colored center crests and black sport tailpipes. It adds a heated steering wheel, floor mats with Chalk-colored stitching, Porsche crests embossed on the headrests, and illuminated side sills. If you’re willing to cough up a bit more cash, you can also add black or white hood stripes and side graphics that match with either black or white wheels.The 718 comes with three distinct, and all extremely capable, engine configurations. The entry-level version comes equipped with a 300-hp turbocharged 2.0-liter flat-four. The S variant steps up to a turbo 2.5-liter flat-four with 350 horses. The GTS 4.0 ups the cylinder count to six and the horsepower count to 394. 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.Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Just one Ferrari F8 Tributo was built for 2023.The drop-top F8 Spider remains in production.A Ferrari spokesperson confirmed to C/D that the lone 2023 F8 coupe was built for Ferrari North America, the arm of the company that covers the United States, Canada, and Latin American markets.Maybe it was a premeditated request. Or maybe it was dumb luck. Whatever the case, the person holding the keys to a 2023 Ferrari F8 Tributo owns a one-of-one mid-engine Italian sports car. That’s according to a Ferrari spokesperson who confirmed to Car and Driver that the company let a single 2023 model year F8 Tributo leave Maranello prior to ending production of the 710-hp coupe. Related StoriesEmphasis on coupe, as Ferrari continues to produce the drop-top F8 Spider. In other words, the F8 isn’t dead yet, even if its hard-top configuration is. When pressed for details about the lone F8 Tributo it produced for 2023, the company spokesperson we communicated with acknowledged the car was produced for Ferrari North America, the arm of the company that covers the United States, Canadian, and Latin American markets. Assuming the buyer of this vehicle did not request any options to notably separate their 2023 F8 Tributo from the typical 2020, 2021, and 2022 models built before it, there’s a good chance there’s nothing else particularly special about this specific Ferrari. Like earlier F8s, the 2023 model relies on a mid-mounted twin-turbocharged 3.9-liter V-8 engine and seven-speed automated transmission to motivate its rear wheels. It’s a combination that’s capable of rocketing the F8 Tributo to 60 mph in an estimated 2.7 seconds and on to a claimed top speed of 211 mph. Jessica Lynn Walker|Car and DriverYet, in the world of six-figure vehicles, there’s something to be said about owning a one-of-one vehicle, even if the thing that makes it unique is as simple as the stamping on its VIN plate. It also doesn’t hurt that the F8 Tributo marks the end of the V-8 era for Ferrari’s entry-level mid-engine coupe. With production shuttered on the F8 Tributo, the gasoline-electric V-6 296GTB now serves as Ferrari’s most affordable mid-engine coupe (affordable being relative, as the 296GTB starts north of $300,000—or more than $150,000 less than the mid-engine 986-hp SF90 Stradale hybrid). With 819 horsepower and a redline of 8500 rpm, the 296GTB offers the power and thrills long associated with the Ferrari brand. FerrariEven so, there’s a simplicity and sound to the strictly gas-powered eight-cylinder F8 Tributo the partly battery-powered six-cylinder 296GTB simply lacks. This doesn’t make the 296 worse than the F8 that came before it, but it does make it different. It’s one thing to own the only 2023 F8 Tributo. It’s another to hold title to what’s essentially the last entry-level mid-engine Ferrari coupe to forgo an electric drive motor and rely entirely on an internal-combustion engine—a V-8 one at that—for motivation. Senior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

The 2024 Lamborghini Revuelto keeps the 6.5-liter V-12, which now makes 814 horsepower.But it is now a hybrid and features assistance by three electric motors.It has a minimal EV-only range but promises huge performance.We have already told you about both the hybridized V-12 powertrain and carbon-fiber structure of the replacement for the long-lived Lamborghini Aventador. But now we can show you the finished car and tell you its name. This is the 2024 Lamborghini Revuelto.Yes, as with most famous Lamborghinis, there is a bull connection. The original Revuelto apparently fought in Spain in the 1880s. But the name’s direct translation from Spanish, “scrambled,” is also well-suited to this remixed Lamborghini. It features the apparent paradox of both an onboard battery pack for its innovative new plug-in-hybrid drivetrain but also the traditional presence of an almighty V-12 engine.Powerful Plug-In HybridThe combination of the 814-hp 6.5-liter V-12 and a trio of electric motors will give a maximum combined peak of 1001 horsepower. There are two electric motors on the front axle, and these allow torque vectoring under both power and regenerative braking. A third motor is integrated into the eight-speed dual-clutch transmission which is now mounted behind the combustion engine. The 3.8-kWh battery pack mounted between the seats can only produce a peak current flow of 187 horsepower, but this can be moved between the three 147-hp electric motors as required. Unlike the Ferrari SF90 Stradale, the Revuelto can send power to both ends while working as an EV. The battery can be recharged from a port inside the front luggage compartment, and the awkward location suggests it is only intended for infrequent use. More fun, although less green, will be the option to replenish it using the V-12 which turns the rear electric motor into a generator. Doing that takes just six minutes to top up the battery pack.More on Revuelto’s TechLooks Like a LamboThe Revuelto’s design manages to be both familiar and different. Its proportions and stance are both trademark Lamborghini—low, wedgy, and with visual mass gathered to the back of the car. But there are also myriad new details, with the most striking being the hooded headlights set under a hood that now runs all the way to the front of the car. It’s a detail that Lamborghini’s head of design, Mitja Borkert, admits was inspired by the Panigale superbike made by Lamborghini’s sister brand, Ducati. The front also features Y-shaped running lights previewed by the limited-run Lamborghini Sián from 2021, as well as a pair of spherical radar sensors giving a visual cue to the Revuelto’s dramatically increased level of technology. The side view is dominated by the huge air intakes behind the doors made more aggressive by blade-like details. Above these, what initially looks like solid bodywork is just a skin laid over massive air channels on each side. Borkert describes these buttresses as “aero wings” and nominates them as his favorite detail on the car.The top of the Revuelto’s V-12 is visible through the rear engine cover, this being one of the core stipulations laid down by Lamborghini CEO Stephan Winkelman. The car’s back end is dominated by huge center-exit exhaust tailpipes beneath a moving wing element. We don’t have a final downforce figure for the car yet, but chief technical officer Rouven Mohr says the peak is greater than that generated by the Aventador SVJ when that car’s user-adjustable wings were in their low-drag configuration. Figure at least 650 pounds.More Spacious InteriorLamborghini says that the limited space of the Aventador’s tight-fitting cabin was one of the biggest complaints from buyers, especially American ones. The Revuelto is bigger, with more headroom and elbow space, with its cockpit also gaining several stowage areas (the Aventador lacked any) plus a pair of Porsche-style cupholders that deploy from in front of the passenger position. Rich people have stuff too. The Revuelto’s cabin also gets three digital display screens. The driver has a 12.3-inch instrument pack, a portrait-orientated 8.4-inch touchscreen suspended beneath the “alien’s head” air vents in the center of the dashboard that serves as the primary user interface. There is also a new 9.1-inch letterbox display in front of the passenger, which can be configured to display different sets of scary numbers when the car is driven hard.To our mild disappointment, the wiper and turn-signal controls have been moved to the face of the steering wheel. The Aventador was one of the last supercars to use stalks. This ergonomic purging is somewhat undone by the fact the Revuelto now has an Audi-sourced stalk for its active cruise control instead. Dial controls on the steering wheel manage the chassis and powertrain modes, as well as adjustable aerodynamic and ride height settings.Impressive Performance ClaimsThe Revuelto has gained a new mode in addition to the regular Lamborghini settings of Strada, Sport and Corsa: Città, the EV-only setting intended for low-speed urban use. Electric-only range is going to be very limited, as Lamborghini says it will probably be just six miles under European testing protocol. We have also learned that the peak power available will alter according to driving mode. Città limits it to the 178 horsepower of the EV-only mode, Strada increases that to 873 horsepower, Sport raises it to 895 horsepower, and Corsa brings the full 1001 horsepower.Although the Revuelto’s core carbon structure is claimed to be both lighter and stronger than that of the Aventador, and it loses the mass of its predecessor’s front differential and propshaft, hybridization has increased total weight. Lamborghini says that the central battery pack weighs 154 pounds and that the front motors add just 81.5 pounds of mass, with the new dual-clutch gearbox being 425 pounds including the weight of its integral electric motor. Total weight is claimed to be 3915 pounds based on the power-to-weight ratio Lamborghini is quoting, although we don’t know if that is with or without fluids. Even with the increase in mass, and in its lowliest launch spec, the Revuelto will be both the most powerful Lamborghini road car to date and almost certainly the quickest. The company’s claim of a 2.5-second 60-mph time might not stand out in a segment where pretty much everything now runs below three. But the claim that it will be able to blast its way from rest to 124 mph in under 7.0 seconds is a genuine eye opener. It takes the Bugatti Chiron 6.5 seconds for the same benchmark.Deliveries of the Revuelto will start later this year, and although we don’t have a finalized price yet, Lamborghini says the first two years of production are already fully ordered.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.Car and driverCar and driver Lettermark logoEuropean EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

The 2024 Kia EV9 is almost identical in size to the three-row Telluride SUV and will offer powertrains with between 201 and 379 hp.The dual-motor all-wheel-drive setup is the mightiest, but the weaker rear-drive option will have the longest range—likely around 280 miles.The EV9 will go on sale in North America in the second half of 2023, but Kia hasn’t yet released pricing or final U.S. specs.Families looking for a mid-size three-row electric SUV will see their limited choices expand ever so slightly when the 2024 Kia EV9 goes on sale in America sometime later this year. With dimensions that are almost identical to the gas-powered Kia Telluride—and a blocky design that sets it apart—the EV9 will be the largest EV in showrooms shared with the subcompact Niro EV and compact EV6.Kia EV9 Comes into Focus By now, most people have had a look at the EV9’s Minecraft-like bodywork. Its distinctive design hasn’t drastically changed from the concept that debuted at the L.A. auto show. Some production versions will even have similar front accent lights that shine through the body color and can be configured into different patterns. Kia also claims the EV9 has an aerodynamic drag coefficient of 0.28—an impressively low number considering its shape.Kia has released more specs as part of today’s global reveal. The EV9’s exterior dimensions are all within tenths of an inch of the Telluride’s. The electric model is 197.2 inches long, 78.0 inches wide, and 69.1 inches tall (70.1 inches for the GT-Line). However, the EV9 boasts an extra 7.8 inches between its axles, with a wheelbase that stretches 122.0 inches. The smallest wheels the EV9 will wear are 19-inchers, and the biggest are 21s.Exact measurements for the EV9’s cargo and passenger space are still being kept under wraps. We expect those details and more to filter out over the coming weeks, possibly as part of its official U.S. debut next week at the New York auto show. Of course, when it comes to interior packaging, the EV9’s flat load floor courtesy of its e-GMP platform provides an advantage versus the gas-fueled alternative.Based on that and what we already know, the EV9 will be more spacious inside than the Telluride. We’ve sat in all three rows and can vouch for the EV’s roominess, particularly in the rearmost row where there’s more headroom and legroom. The amount of individual seats ranges between six and seven, depending on the second-row configuration (captain’s chairs cap capacity at the lower number, while a bench seat unlocks the higher one). Do You Want It Poky or Punchy?The 2024 Kia EV9 will be available with two powertrain configurations split into three levels of potency. Apart from the all-wheel-drive dual-motor setup, the singe-motor variants aren’t expected to pack much of a punch. However, the trade-off will likely mean more driving range per charge. The EV9’s two rear-wheel-drive setups feature a single electric motor mounted on the back axle. The base EV9 (called the Standard) is the only one that pairs with a 77.6-kWh battery pack; range estimates are currently unknown. Peak output is 214 horsepower and 258 pound-feet of torque. For comparison, the Telluride’s 3.8-liter V-6 makes 291 hp and 262 pound-feet. Kia claims this will push the mid-size EV SUV to 62 mph in 8.2 seconds, which is considered leisurely, at best.Straight-line acceleration is said to be even slower with the rear-drive EV9 Long Range. Kia claims a pokey 62-mph acceleration estimate of 9.4 seconds. Not only does its peak output drop from 214 to 201 hp, but the Long Range adds weight due to its larger 99.8-kWh battery. Using the optimistic European WLTP cycle, Kia says it expects this EV9 on 19-inch wheels to provide 336 miles of driving range. That figure will likely be somewhere around 280 miles using America’s EPA methodology.While there’s no word on expected range, the EV9 GT-Line also has the big battery and is the mightiest of the bunch—at least until the high-performance GT model that’s currently being developed arrives for 2025. For now, the GT-Line alone has an electric motor on each axle. Along with creating an all-wheel-drive system, they combine to make 379 hp and 442 pound-feet of torque. That latter figure will briefly rise to 516 pound-feet in Boost mode, which Kia says enables the AWD EV9 to hit 62 mph in 5.3 seconds.Regardless of how mighty the EV9’s electric motors are, its 800-volt electrical architecture allows for quick charging times. Kia claims the larger battery can recoup about 148 miles of range in about 15 minutes. Our tests of Kia, Hyundai, and Genesis’s fast-charging capabilities suggest that claim can be believed. The EV9 also has a 5000-pound towing capacity, which matches the Telluride’s rating but will dramatically diminish the EV’s driving range.Kia to Keep Evolving the EV9In addition to a boatload of contemporary active safety features, the EV9 will be ready to expand the breadth of its driver-assist technology in the future. Kia says it’s working on a lidar-based system called Highway Driving Pilot that’ll allow Level 3 autonomous driving in certain situations, meaning the driver doesn’t have to control the vehicle (provided they maintain attention). The feature will be introduced on the EV9 GT-Line in the future, with Kia planning to release more details closer to its actual availability.Among the features that early adopters of the Kia EV9 won’t have to wait for are a new digital key and remote parking assist. These two are a package deal, with the “key” used to initiate the parking procedure while the owner watches their EV9 park itself. The digital key also allows people to open and turn on the SUV using their smartphone, which isn’t revolutionary but is useful, nonetheless. Owners will also be able to purchase other features and subscription-based services through the new Kia Connect Store, however, exactly what those include remains to be seen.Kia says the 2024 EV9 lineup will go on sale in the U.S. in the second half of this year, with info leaked earlier this year suggesting prices between $56K and $73K. Meanwhile, we expect official pricing and other specs regarding the mid-size three-row electric SUV to be released in the weeks and months ahead, so stay tuned for that.More on the Kia EV9This 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.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More