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Wednesday, 09 June 2021 13:39

New Porsche Taycan RWD 2021 review

The entry-level Porsche Taycan loses four-wheel drive, but is sharper as a result

Verdict
This latest Porsche Taycan proves that the car’s high points are at the extremes of the range. If you want thrilling, mind-bending performance, get the Turbo S. If you want a version with a great real-world range, its own unique character and a significantly reduced price, then this new entry point is the best buy for most. A brilliant EV line-up just got even better.

What you’re looking at here is the new Porsche Taycan. That’s just ‘Taycan’, without any extra garnish attached to the name, because it’s the new entry point for the high-performance line-up. Before options, prices start from £70,690, so it’s a full £12,890 less than the next model in the line-up, the all-wheel drive Taycan 4S.

On the face of it, it’s hard to see what it loses. There’s still the same dramatic body, the same driver-focused cockpit, and the same battery as the 4S – 79.2kWh as standard, or 93.4kWh for the upgraded Performance Battery Plus pack fitted here.

There are two main features this base model lacks, but it turns out they’re hardly missed. Until now, the Taycan range has exclusively offered four-wheel drive, with a motor driving each axle. This new variant drops the front motor to make it the only rear-wheel-drive option. That means it’s down on power and torque, with a mere 424bhp and 345Nm compared with the 523bhp and 640Nm that the 4S gets in launch control mode. Adding the Performance Battery Plus raises those figures slightly to 469bhp and 357Nm, though.

As a result, the 0-62mph dash takes 5.4 seconds – 1.4 longer than the 4S. Leave the Taycan in its Normal drive mode and its straight-line punch is a world away from the mind-bending speed of the Turbo and Turbo S models. But in almost any real-world situation, it’s still more than quick enough.

Twist the steering wheel-mounted drive-mode dial one step clockwise into Sport, or a step further into Sport Plus, and the full potential is revealed. Here the Taycan abruptly shunts down from its energy-saving high gear into the lower ratio for more lively low-speed acceleration. Now the car leaps forward dramatically, yet still in eerie silence. The 49-74mph time of three seconds may be 0.7 seconds off the 4S, but it’s still quicker than a 718 Boxster.

Ditching the front motor means the Taycan has lost some of its performance, but it also means that it has lost weight. It undercuts the 4S by 90kg, and while that’s not game-changing in a car that weighs 2,130kg with the big battery, most of that mass has disappeared from over the front wheels.

This has a subtle but profound effect on the steering; it’s precise and beautifully weighted as ever, but with less resistance when the front wheels load up through a corner. It makes it feel keener to turn in.

Which brings us on to the second significant change to this version. In a departure from the rest of the range, the Taycan goes without air suspension; it gets steel springs instead.

While the air set-up delivers a floaty ride at a cruise, it can also thump into harsh bumps at speed. By contrast, this coil layout reacts more quickly to shocks. Through the turns themselves, there’s very little to separate the two systems. With such a low centre of gravity, the Taycan remains incredibly flat, grip levels are astonishing, and the overall balance means that it’s an easy car to trust.

Even with only two driven wheels, traction is remarkable. In the dry the Michelin Pilot Sport 4 tyres at the back barely chirp in protest, even when the throttle pedal is mashed into the floor out of a tight corner. Indeed, the only time the tyres do protest is under heavy braking.

Strong as they are, the brakes aren’t quite perfect, however. The energy recovery system, which uses drag from the motor to slow the car down and charge the battery, is weak; there’s no single-pedal option here, and no steering wheel paddles to adjust the regen on the fly. The transition between regenerative braking through the pedal and regular braking from the discs and pads is a little jerky, so it’s not always easy to bring the car to a smooth stop.

This is a minor flaw, though, in what is otherwise a hugely accomplished car. While the Taycan Turbo S grabs the headlines for its neck-straining straight-line shove, this entry point to the range is otherwise the most entertaining and involving Taycan to drive on a daily basis.

It’s also one of the most efficient, too. Losing the extra weight has boosted the car’s range; equipped with the optional larger battery, the Taycan will cover 299 miles between charges. On a warm day, at a 99 per cent charge in Normal mode.

Model: Porsche Taycan
Price: £74,739 (including Performance Battery Plus)
Powertrain: 93.4kWh battery/e-motor
Power/torque: 469bhp/357Nm
Transmission: Two-speed auto, rear-wheel drive
0-60mph: 5.4 seconds
Top speed: 143mph
Range: 299 miles (WLTP)
Max charging: 270kW DC
On sale: Now

(autoexpress.co.uk)

Saturday, 05 June 2021 04:02

Citroen e-Jumpy Hydrogen with fuel cells

Stellantis, the world's fourth-largest vehicle maker, created by merging PSA and FCA, announces that it will start selling light commercial vehicles powered by hydrogen fuel cells in Europe by the end of this year.

According to Tportal.hr, Stellantis, for the beginning of the Citroën, Opel and Peugeot brands, leads the application of technology developed in France and Germany on their current architectures of medium-sized electric BEV vans: Citroën e-Jumpy, Peugeot e-Expert and Opel Vivaro. It should be noted that such hydrogen-powered vehicles will be produced at Opel's headquarters in Rüsselsheim, Germany, and Stellantis itself will later examine the expansion of the technology to other brands, and possibly to passenger cars, and expects the project to be profitable in the coming years.

Although 83 percent of commercial customers travel less than 200 km a day on average, only 44 percent never drive more than 300 km a day, said Xavier Peugeot, Stellantis' senior vice president of light commercial vehicles.

The medium-power system is smaller than other competitors and matches a large 10.5 kWh battery, said Frank Jordan, Stellantis' director of research and innovation in Germany. The fuel cell system stops under the hood, the drive battery is replaced by three hydrogen tanks, and the battery stops under the front seats. The vehicle has 100 kW / 136HP and 260 Nm, the tank holds 4.4 kg of hydrogen (in tanks under a pressure of 700 bar), with the already mentioned battery with a capacity of 10.5 kWh.

Acceleration to 100 km / h takes 15 seconds and top speed is 130 km / h.

According to Stellantis, the van will be capable of a range of approximately 400 km, but it also has the option of charging the battery (plug-in) and driving a purely electric battery on a 50 km battery if needed to connect to the next hydrogen charging station. The drivetrain, which includes a hydrogen engine and an additional battery as in the BEV vehicle, also retains up to 6.1 m³ of volume (vehicle length is 495 cm or 530 cm) for transporting cargo and 1100 kg of payload and towing trailers weighing 1000 kg from the electric version .

Hydrogen tanks can be filled with fuel in three minutes, as stated in solving the problem of slow filling speeds of electric vehicles. On the technical side, hydrogen makes special sense for larger vehicles, as it offers higher energy density, lower weight, longer range and faster refueling times.

Leading countries such as Germany and France have only 90 and 25 pumps, respectively, where hydrogen can be bought as fuel for vehicles, Peugeot said, although the European Alliance for Clean Energy has committed to investing in the ecosystem. France alone plans to invest more than $ 8 billion by 2030 in hydrogen, especially in its production and mobility development, said Jean-Baptiste Djebbari, the French Secretary of State for Transport.

 

You know how they say never buy the first version of a new Apple product? Perhaps a similar golden rule should be applied to electric cars.

The first model based on the VW Group's entry-level electric platform, the VW ID.3 released last summer, had a premature, unfinished edge to it. But every new MEB derivative launched since then has bettered the previous version. The ID.4 is quantifiably more appealing than the hatchback, the Skoda Enyaq is more convincing overall than both Volkswagens, and now the Audi Q4 e-Tron raises the bar for looks, perceived quality, driveability and performance.

Before we get into that...

Yes, some headline specs. Built in Zwickau on the same line as the ID twins, Audi's entry-level e-SUV is also offered in Sportback guise, with a slightly more coupe-like shape and a drag coefficient of 0.26. In the UK, prices for the Q4 e-Tron start at £40,750, and for the quattro version begin at £51,370. Sportback pricing has yet to be confirmed. but expect to pay a couple of grand more.

q4 etron rear static

The line-up available at launch time consists of two rear-wheel-drive versions, the '35' and '40', rated at 168bhp/229lb ft and 201bhp/229lb ft as well as the 295bhp/339lb ft quattro edition, the '50', which sports a bigger 77kWh (net) battery, and a second motor ready to drive the front wheels should traction issues or performance itches arise.

We're driving the 50 quattro here. The 295bhp Q4 manages to win the 0-62mph acceleration derby against the 308bhp e-Tron SUV by 6.2 against 6.8sec. More important still, its maximum range of 305 miles compares favourably to the 213 miles recorded to WLTP rules for its bigger brother.

q4 etron interior side

While the smaller 55kWh (42kWh net) energy pack installed in the 35 e-Tron can be charged with up to 100kW, the 40/50 e-Tron accept a maximum dose of 125kW. A 10-minute plug-in stint typically extends the range by 80 miles. The official consumption spectrum ranges from 3.0 to 3.8 miles per kWh, which barely differs from the e-Tron GT.

These numbers show that yesterday's plug-in heroes are overtaken left, right and centre by newer models boasting more advanced batteries, motors and software.

What else makes the Q4 e-Tron stand out?

Surprisingly, the electric counterpart of the Q3 even beats the pricey e-Tron GT as far as interior design and the overall craftsmanship are concerned, not to mention the fact that the top-of-the-line Q4 50 e-Tron quattro costs over £10k less than the base full-size e-Tron SUV, which is 300mm longer but not dramatically roomier inside.

q4 etron rear seats

The Q4 cockpit, then, is a class act, with some exceptions: the silly iPod volume control, the available quartic steering wheel (again, standard with the top two trims) and the unpadded armrest and centre console where long legs typically come to rest. Up front, there is enough room to swing a tiger kitten, space in row two is also generous, visibility is panoramic (less so in the Sportback), and the top-notch surfaces which used to be typical of the brand until the arrival of the latest A1 and A3 are back in full force.

In contrast to the confusingly alternative ergonomics pioneered by the ID.3, the Audi brings back the classic direct-access temperature controls, puts the gear selector back where it belongs and reduces the number of vague touch sliders to a minimum. Depending on the depth of your pocket, there are up to three different (and largely redundant) displays to select from. On top of this all, voice control attempts to guide you through a vast variety of menus and sub-menus. Less might be more.

How does the Q4 drive?

q4 etron rear cornering

The Q4 e-Tron's more muscular stance also supports a more eager turn-in action than other MEB-based cars, a more neutral cornering balance and a smoother driver-to-car interaction. Our Q4 50 e-Tron 50 quattro refrained from picking a fight with every pothole in reach, wriggling its shoulders when straddling aquaplaning grooves and jarring the driver's palms in the wake of gaping expansion joints.

Although Skoda and VW have announced all-wheel-drive versions of their MEB cars, the Q4 quattro is actually the first of its kind to come to market, available this summer. Along with more power, it introduces adaptive torque vectoring to the handling sweepstakes, and its variable dynamic weight distribution makes the car more chuckable through fast zig-zag corners. The two propulsion units orchestrate the wheel-selective quattro system, which minimises understeer and oversteer while cementing directional stability even on tricky surfaces.

q4 etron side pan

Our test car was shod with optional 235/255 21 tyres, the ride was (with the adjustable dampers locked in Comfort) commendably supple even at low speed and over sudden transverse disturbances, while the steering is nicely progressive. The Drive Select system invites you to set the helm, both motors and the torque distribution in your choice of Comfort, Auto, Efficiency, Individual or Dynamic modes, but is in effect more of a gimmick than a real bonus with the exception of the Range and Efficiency programmes, which seriously curb consumption by limiting maximum speed.

Any efficiency tech?

Well, there's Audi's Predictive Efficiency Assistant. It's been on Audi models from the moment the current A6 arrived, and naturally evolved for the electric age. It monitors the real-time traffic flow and road signs via its sat-nav connection.

q4 etron centre console

Stick the gearlever (or is it more of a nodule?) in B and the Q4 will automatically recuperate with up to 145kW, which practically puts the brakes on the dole. In D for Drive, paddles (standard on Edition 1 and Vorsprung versions, optional on Sport and S-line) make it easy to select one of three regeneration stages, or to choose the overly cautious automatic programme.

Audi Q4 e-Tron: verdict

The Q4 e-Tron hits the trendy new targets of EV ownership (range over power, charging speed over top speed) with aplomb. Its footprint is small enough for it to pass as planet-friendly urbanite and to calm the social acceptance watchdogs. At the same time, it can be customised to the taste and budget of a rich person ready to jump from the combustible past to the electrified future.

Like it or not, but cars like this are the new normal.

q4 etron front static

(carmagazine.co.uk)

Minor updates to the V-8-powered GTS model struggle to brighten the slow-selling Panamera's luster.

2021 porsche panamera gts

Just as we've become comfortable with there being Porsche luxury sedans and SUVs, the company has started to throw more curveballs at us. While the 911 and the 718 sports cars still tug at our heartstrings, they've now been joined by an electric Porsche in the form of the Taycan sedan, multiple Cross and Sport Turismo station wagons, and whatever the Cayenne coupe is trying to be. Against this backdrop, the four-door Panamera, even in its most driver-focused GTS configuration, is starting to seem positively conventional—possibly even a bit irrelevant.

 

2021 porsche panamera gts

HIGHS: Gripping V-8 soundtrack, more power than last year, impressive braking and handling for its size, the cheapest path to a V-8 Panamera.

 Unfortunately, we didn't see the results of the latest power bump at the test track. Compared with the 2019 Panamera GTS we last tested, the 2021 iteration's launch-control-enabled 3.2-second zero-to-60-mph run was a tenth of a second slower, a difference it maintained over its 11.7-second, 116-mph quarter-mile pass. That's hardly to say the latest GTS feels slow—even without launch control the GTS does the 5-to-60-mph sprint in 4.2 seconds—but we would've expected at least a slight improvement in acceleration considering that the newer, 4714-pound car weighed a scant 35 pounds more than before.

Conversely, the 2021 GTS did beat out its predecessor on the skidpad and under braking. Riding on 20-inch Michelin Pilot Sport 4S summer tires, it outgripped the 2019 model by 0.01 g (1.02 g) and stopped from 70 mph in nine fewer feet (145 feet). Those are sports-car-worthy figures, and they combine with the gutsy V-8, the clairvoyant dual-clutch gearbox, and the GTS's fluid steering action to produce a stirring driving experience on pretty much any road.

 

2021 porsche panamera gts
 
LOWS: No quicker than before, still awfully expensive, looks plain next to the newer Taycan.

Putting our test car's performance numbers into context is complicated by the strength of its competition, though. For example, the electric Taycan 4S, which starts at $105,150 to the Panamera GTS's $130,650, is only 0.2 second slower to 60 mph, and it pulled 1.03 g on the skidpad. What's more, the Taycan packs a greater visual punch for most onlookers. While the second-generation Panamera's proportions are undoubtedly more attractive than the original's hunchback design, we think that the Taycan is a far better-looking interpretation of a four-door Porsche, even if it is considerably smaller inside. But if highway range is what you're after, the Panamera GTS dominates the Taycan 4S's 220 miles between charges. We averaged 30 mpg at 75 mph, which translates to a bladder-busting 710 miles between fueling.

It's also worth noting that the winner of our most recent high-performance-luxury-four-door comparison test, the Audi RS7, will only set you back $115,045 to start. That 591-hp Audi also beats the Panamera GTS in our acceleration tests, as it should, yet maintains an impressive degree of luxury-car comfort.

2021 porsche panamera gts
Porsche's formula for its GTS models generally includes some value packaging compared to similarly equipped lesser versions. That positioning does apply to the Panamera, but it's tough to call the GTS variant a smart buy unless it's in the company of the 620-hp Turbo S model (base price, $179,050) or the 689-hp Turbo S E-Hybrid ($189,050). Even with a relatively light load of options for a Porsche, our test car stickered at $148,800 yet lacked extras such as adaptive cruise control and ventilated seats.

It wasn't long ago that the Panamera was abuzz with attention, both positive and negative, as it brought Porsche into a new, profitable market segment. But as the brand enters a new era, the luster of its once controversial four-door hatchback is beginning to fade as more enticing alternatives crop up both within the Porsche lineup and elsewhere in the high-performance luxury space. Along with the Taycan, we imagine the strength of the Cayenne lineup, including the new-for-2021 GTS model, will continue to hamper Panamera sales, which amounted to a paltry 3870 units last year—less than every other Porsche model except for the 718 sports cars. As engaging as the GTS is to drive for a sports sedan, we won't be shocked if the Panamera doesn't return for a third generation.

It is no coincidence that Porsche is celebrating the jubilee of the incredible Mercedes 500E sedan, which they even keep in their museum. Thirty years ago, Porsche’s task was to turn the E-Class W124 into a sports sedan powered by a V8 engine.

We recently wrote about the Mercedes-Benz 500E model, which many consider the most perfect sedan ever made, and in the development of which the "rival" Porsche also helped.

Yesterday, 500E celebrated its 30th birthday and thus officially entered the "hall" of oldtimers.

It is based on the W124 generation of the "golden" E-Class, and since it was a high-performance model, Mercedes needed help assembling a large engine into a smaller body.

A wider body was not an option due to the assembly line and here comes the story of Porsche, which was in financial trouble, so the project was welcome for both manufacturers.

Porsche's task was to turn the W124 E-Class into a sports sedan powered by a V8 engine.

In realization, Porsche engineers reworked most of the bodywork. The 500E was about 5.6 centimeters wider than the standard E-Class, and new elements were installed, such as different and more aggressive bumpers and a recognizable rear wing. In addition, most of the work was done in expanding the engine space to fit the 5.0-liter V8 from the Mercedes SL 500.

In addition, for better weight distribution, the battery has been moved to the trunk, and the car has been lowered by 2.3 centimeters compared to the standard model, and larger brakes have been installed. In addition, unlike the standard E-Class, each 500E was a four-seater due to the large rear differential that took the place of the middle seat in the rear.

Air entered the engine compartment through the gaps around the headlights, and the intake was insulated so as not to make too much noise. In its final form, the 500 produced 322 hp and 470 Nm of torque, and on the way to a top speed of 250 kilometers per hour, it "caught" a hundred in just 5.5 seconds.

It was presented in 1990 at the Paris Motor Show, and its production began a little later that year.

In addition to creating the drafts themselves, the making process was quite complex, which made it slow.

Namely, Mercedes delivered body parts to Porsche, and after Porsche assembled those parts, they returned them to Mercedes for painting, and then again finished in Porsche for final assembly.

The process lasted 18 days, and a total of 10,479 copies were made by the end of production.

On the model's 30th birthday, Holscher and Monig drove the 500E:

"The management is phenomenal. The linear acceleration is excellent, the brakes are outstanding and it is my pleasure to drive this car of a very dynamic character. The sound of the V8 engine is inconspicuous, but expressive, "said Holscher proudly, knowing that most of it can be attributed to the work of his colleague and him.

Subaru builds an Outback that off-roaders will say “yes” to.

Subaru is nothing if not shrewd. When SUV sales took off in the mid 1990s and threatened to leave the company's automotive offerings behind, it added cladding to the Legacy wagon and created the Subaru Outback. In the 2000s, Subaru plugged the affordable performance gap with the Impreza WRX. Today, with scores of Crosstrek, Forester, and Outback buyers rolling out of Subaru dealers and immediately into their local 4 Wheel Parts stores for upgraded wheels, all-terrain tires, and suspension lifts, the automaker is cashing in with the new 2022 Subaru Outback Wilderness, the first of the new Wilderness sub-brand. Can Subaru beat the aftermarket at its own game? Yes, it can.

What's New?
With the new 2022 Outback Wilderness, Subaru honed in on the most popular off-road mods its owners like to execute to offer them from dealerships along with a factory-backed warranty. Based on the Outback XT and sporting a 2.4-liter turbo flat-four engine with 260 horsepower and 277 lb-ft of torque, the new range-topping Outback Wilderness downsizes from 18- to 17-inch wheels, wraps them with Yokohama Geolandar all-terrain tires, and gives the already-lifted all-wheel-drive station wagon an additional 0.8-inch of ground clearance, to 9.5 inches.

Functionally, Subaru rounds out the Outback Wilderness package with a new skidplate, slightly revised tuning of the car's continuously variable transmission to improve low-speed handling off-road, some X-Mode revisions, and a beefier roof rack. Aside from increasing ground clearance to 9.5 inches, the revisions also improve the Outback's relatively weak off-road clearance angles; approach/breakover/departure angles all improve from 18.6/19.4/21.7 degrees for a stock Outback to 20.0/21.2/23.6 degrees for the Outback Wilderness.

Subaru also made a host of stylistic changes to the Outback Wilderness, which you can read about in our First Drive.

Outback Wilderness Vs. Outback XT
There's no such thing as a free lunch, and we expected the 2022 Subaru Outback Wilderness' off-road-focused changes to hurt its on-road performance. As the test numbers bear out, Subaru did an impressive job mitigating negative effects on the hot-selling SUV.

The Outback Wilderness accelerated from 0-60 mph in 6.1 seconds, and through the quarter mile in 14.7 seconds at 96.1 mph. That's only 0.2 second behind our long-term 2020 Outback Onyx XT (previously the most off-road-capable Outback) in the 0-60-mph test, and just 0.1 second behind (but 0.2 mph faster than) the Outback Onyx in the quarter-mile. We suspect the Outback Wilderness' revised CVT "gears" and 17-inch wheels help the off-roader make up some speed in the quarter.

Somewhat surprisingly, the Outback Wilderness' off-road tires seemed to help its braking and handling performance compared to our long-term Outback Onyx. The Outback Wilderness needed a longish 127 feet in our 60-0-mph panic stop test, besting the Onyx by two feet, and it lapped our figure-eight course in 27.2 seconds while averaging 0.63 g. The Outback Onyx XT? Well, it needed 27.5 seconds to lap the figure eight, averaging 0.62 g during its best run.

Less surprising are the Outback Wilderness' EPA fuel-economy ratings. It nets 22/26/24 mpg city/highway/combined, well below the Outback XT's 23/30/26 mpg.

Out on the road on the way to MT's go-to off-road testing grounds, the Outback Wilderness doesn't feel all that different from a standard Outback. Its ride quality remains superb, with the suspension quickly and capably dispatching potholes and expansion joints.

Thanks to the turbocharged flat-four, the 2022 Subaru Outback Wilderness is among the rare modern-day Subarus that don't feel underpowered. The CVT is quick to virtually "kick down" and puts the engine in the meat of its powerband, and it's smart enough to hold an appropriate amount of revs when driving aggressively. Although its power delivery is slightly smoother than lesser turbocharged Outbacks, the Wilderness' turbo-four and CVT can still feel surge-y in city traffic.

Unsurprisingly, the most noticeable changes to the way the Outback Wilderness goes down the road are due to the all-terrain tires. For starters, there's more road noise. While the Subaru's Yokohamas don't drone in a way that a more aggressive off-road tire like a BFGoodrich K02 does on an aftermarket-modified Subaru, the Outback Wilderness' cabin is certainly a few decibels louder than other versions. Steering feel suffers slightly, too. The Outback Wilderness loses a bit of sharpness from the usual carlike responses to steering inputs, and its on-center feel is slightly more vague.

How Is The Outback Wilderness Off-Road?
Thankfully, the Outback Wilderness makes up for the noise and steering trade-off when the pavement ends. As is the case when trying to improve a sports car's handling, tires are the most underrated and overlooked modification you can make to improve your SUV's off-road capability. The added traction and sidewall protection of the Outback Wilderness' Yokohamas, combined with the Subaru's standard torque-vectoring all-wheel-drive system, help keep the wagon moving through soft sand, gravel, and mud.

The biggest advantages of the 2022 Subaru Outback Wilderness' new suspension are the improved approach and breakover angles. Off-roading a normal Outback is an exercise in watching your nose and making sure you don't dachshund your belly on moguls. You still need to exercise some caution in the Outback Wilderness, but its lifted setup helps to mitigate some of the concern, making you far more likely to arrive home from the trail without damage.

Like the standard Outback (or any crossover, really), the Wilderness' suspension neither has a lot of articulation nor does it handle fast whoops well. It's quite easy to put a tire high up in the air when navigating tight, technical terrain, though the Subaru's electronics are quick to grab the brake of the airborne tire to ensure the Outback keeps moving. Similarly, the Outback Wilderness' suspension runs out of travel pretty quickly over those aforementioned fast whoops. It's never punishing on rebound, but you get the hint to slow down.

How Much Is It, And Should I Buy One?
Prices for the 2022 Subaru Outback Wilderness start at $38,120, some $500 less than the more expensive non-turbo Outback Touring and $1,850 more than the Outback Onyx XT, the "base" model of the turbo lineup. When taking into account the fact you're likely to spend more than $2,000 on wheels and off-road tires alone via the aftermarket, the Outback Wilderness begins to look like a great deal for enthusiastic off-roaders. Throw in the suspension lift, added ground clearance, and the other Wilderness goodies, and it's a downright steal.

The 2022 Subaru Outback Wilderness may never tackle the Rubicon or the Mojave Road, but thanks to Subaru's changes, it will comfortably and capably tackle muddy two-tracks and desert trails. Locking differentials and true four-wheel-drive systems are fun, but we suspect the new Outback Wilderness delivers all the capability most buyers will ever need.

(motortrend.com)

"When you drive it, you're in the clouds, especially when you lower the roof. It gives a feeling of freedom, so I turn on the radio, put it in 'D' and enjoy," says the owner of one of the most desirable classic convertibles. This example of perfect condition arrived in Belgrade via the Atlantic and Latvia and is now being driven around Serbia.

A few years ago, Hurol's dream came true in the form of a tired, but quite good 380SL in MB-355 Diamond Blue color. Originally a California car, this SL crossed the Atlantic and came to Latvia:

"It was completely original, it never had an accident or anything like that, and the man since I bought it has been driving it for some time. I told myself now was the right time, I sold my SL (R129) and bought this one. I imported it to Serbia, got Belgrade license plates and started driving it. "

Owner Hurol points out that: "When you drive it, you are in the clouds, especially when you lower the roof - driving without a roof gives me freedom, a feeling of infinity." Another great quality of the SL is its build quality, which makes it perfectly reliable and practically indestructible:

"Today, it seems that they intentionally make cars of lower quality in order to force consumers to constantly change them. I have an official car in which I can't feel anything I can in SL. It is full of cheap plastic and does not convey any feeling when you drive it. That's why I'm happy whenever I sit in SL, even though it can't be measured in terms of technology. With him, you just turn on the radio, plug in D and enjoy! ”

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