Automoblog Book Garage: The Complete Book of Porsche 911

Automoblog Book Garage: The Complete Book of Porsche 911 Porsche fans will appreciate this insightful book packed full of wonderful photos.
Author Randy Leffingwell takes us through the history of Stuttgart’s most famous car.
Our Book Garage series showcases what every gearhead and enthusiast should add to their library.  
Icon is a word thrown around all to easily these days. You find undeserving people in the music business baptized icons, half-baked actors christened icons and, as far as we’re concerned, souped-up econo-boxes now dubbed automotive icons. It dilutes the word if you overuse it like that. People call the Porsche 911 an icon, and in this case, they are 100 percent right. And in case you doubt it, you should pick up and read Randy Leffingwell’s tome, The Complete Book of Porsche 911: Every Model Since 1964.
A Big Bundle of Porsche Goodness
I live in an old house, a church, actually, that was built in 1906. One of the more distinguishing features, besides being church-shaped and having the dry-wood combustibility of a box of matches, is the front door. It’s this huge, red-painted oak situation supported by iron hinges most likely sourced from Minas Tirith. The whole thing must weigh as much as a VW Jetta being it’s four inches thick. It is, to use the parlance, impressive. It pivots open on iron hinges with a creaking and groaning and cracking of reports like something out of a vintage horror movie.
But the other day it didn’t.
I was going to do something prosaic like buy milk and when I went to open the door; it made it about 10 inches then softly thudded to a stop. I took another run at it, and again it softly thudded to a stop. I could just fit my head out to see what was up, and there was this huge yellow-padded envelope. Whatever resided within had enough weight and mass to stop the door like a wedged battle ax.
“The heck is that?” I mumbled to myself as I walked to the far side of the place, using a different door to leave. I got to the front, hefted the package up (thought it might contain a manhole cover), and tore it open to find a new copy of Leffingwell’s, The Complete Book of Porsche 911 – Every Model Since 1964. This is what was blocking my door. It’s not exactly a big book either at 345 pages. All I can think of is that its mass is down to the quality of the paper.
And the quality of the content.
The Complete Book of Porsche 911, Page 232. Photo: Randy Leffingwell.
Visual Delight
Everything about this book is well-thought-out and beautifully executed. From the inner front cover, which is done up in the same psychedelic warped checkerboard pattern that graced the seats of late 60s Porsches, to the carbon fiber style end cover. Visually speaking, the book’s two covers alone give you an idea of the framework within. Sprawling across the intervening pages is a well-told and very well-photographed story of a true automotive icon: The Porsche 911.
Most of the early photographs have this wonderful palladium tone to their black and white printing. At first I thought they were vintage shots from back in the day, then I realized there were modern buildings in the background. Apart from the occasional credit to a specific photographer or to Porsche Press, Leffingwell himself did the bulk of the shooting here. Bravo!
Related: Porsche versus the S&P: Can this classic sports car top the stock market?
From The Top
The photography follows, in part, because Leffingwell is best known as a shooter, although his writing is pretty durn good too. He starts further back; a little bit before the actual beginning of the 911, covering “Predecessors and Prototypes, 1948 – 1965” in the introduction. So stuff like 356s and speedsters and Gmund coupes lay the foundation for the glories to come. The 911 was a wickedly-simple and Germanic answer to a very basic question: How can we make the 356 better?
The answer, as any Porsche fan worth their sense of superiority can tell you, was this. Ditch the VW Bug floor plan, ditch the VW four-banger, start with a clean sheet of paper but use the same basic layout. The fundamentals that made the 356 such a blast to begin with should work here. Lightweight and low center of gravity; lose the agricultural suspension for a higher-tech torsion bar setup and, most importantly, keep the engine hanging out back.
The Complete Book of Porsche 911, Page 69. Photo: Randy Leffingwell.
50 lbs. of Pig Iron
Yes, like all other lovers of the 911, Leffingwell more or less glosses over that putting the engine way back there leads to some handling issues and deficiencies. I’m sorry, I should say “frightening handling quirks” that make 911s (especially the first generation) near deathtraps in hard cornering situations. Did you know that for the first 150 or so 911s, Porsche resorted to the quick “solution” of welding 50 lbs. ingots of pig iron to the front? They did. And it sort of helped, but that right there is evidence Zuffenhausen knew from the get-go that 90 percent of the time, these things were fantastic; and for the remaining 10 percent, they had handling issues.
But who cares!?
That’s one of the things that makes 911s, even modern ones, such a blast to drive. They’re really quick, stop like you wouldn’t believe, and every so often, you’re just hanging on for dear life. Leffingwell traces this throughout the entire history of the 911 across 10 well-researched, well-written, and very well-photographed chapters. The chapters roughly correspond to each of the eight generations of the 911, with the second gen cars of 1978 to 1989 getting two chapters.
The Complete Book of Porsche 911, Page 341. Photo: Porsche Press.
Quick At Heart
Racing? Yes, of course there’s racing. How could you write a book about the 911 and not mention how these guys were killer-fast right out of the crate. Beyond that, modifying them into 930s and 935s and such turned them into high-power mutants nearly impossible to catch or stay with, let alone beat. Half-mad tuners like Ruf get some cool shots and turns of the phrase. Every model gets a nifty data sidebar so you can see weight and dates and torque figures and all that stuff.
It would be easy, given the size and heft of The Complete Book of Porsche 911, to dismiss it as “just a coffee table book” but it is far from that. As wonderfully complete as it is photographed, it makes a fine addition to any gearhead’s library, even if you’re not that into 911s. If you are (and most of us are) it’s simply a must-have on its own.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
The Complete Book of Porsche 911 by Randy Leffingwell 
Series: Complete Book Series
Hardcover: 328 pages
Publisher: Motorbooks; Revised edition (October 9th, 2015)
Language: English
ISBN-10: 0760349800
ISBN-13: 978-0760349809
Product Dimensions: 10 x 1.2 x 11.2 inches
Shipping Weight: 4.2 lbs.
Price at the time of this writing: $19.99 (Kindle) or $49.95 (Hardcover) on Amazon.
About The Author
Randy Leffingwell wrote his first book, American Muscle, in 1989 while still on staff at the Los Angeles Times. Since then, he has authored another 47 titles for Motorbooks and its sister publisher Voyageur Press. Leffingwell is considered one of the top automotive historians today, and enjoys a close working relationship with a number of manufacturers. He lives in Santa Barbara, California.
The Complete Book of Porsche 911 Gallery 











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Automated Drive West: VSI Labs Going Cross County In Autonomous Car

Automated Drive West: VSI Labs Going Cross County In Autonomous Car It’s a hot afternoon in the Twin Cities and the offices of VSI Labs are bustling. The team only has so much time before their upcoming cross-country trip in an autonomous test car. The company’s engineers and researchers are combing over every last detail before they depart for the Automated Drive West. Road trips are one thing, but traveling 2,000 miles in an autonomous vehicle is another ball game. VSI Founder and Principal Advisor, Phil Magney, who races Porsches in his spare time, ducks into his car to talk about the upcoming trip.
It’s the only quiet place he can find this particular afternoon.
“I just want to emphasize that we aren’t out to prove anything here, that’s not what we’re doing,” Magney said. “We’re researchers; it’s all about discovery, understanding the limits, and finding the gaps when it comes to automated driving.”
Automated Drive West: The Test Car
VSI will make the 2,000-mile journey from their Minneapolis, Minnesota home to Santa Clara, California for the Drive World conference starting on August 27th. The Automated Drive West will expose their test car, a 2018 Ford Fusion with a Dataspeed by-wire control system, to a variety of terrains and weather conditions. On the journey, the team will examine and evaluate things like precision lane models and advanced GPS technology. The goal being to improve the performance and safety of both systems as they relate to autonomous driving.
“We will be able to test some of the automated features in data collection environments that we’re not normally used to, like a lot of rural highways, mountainous areas, and tunnels and what not,” Magney explained. “The data will be tremendously useful because we can document precisely where the vehicle runs into trouble; we can replay these problem areas when we get back and apply more permanent fixes.”
Among the high-tech systems within the VSI test Fusion is a special Linux-based computer, custom-built by the engineering team. This computer is essentially the brain, acting as the central controller for the car’s on-board autonomous driving systems. As the test vehicle’s most vital organ, careful measures are being taken to protect it. “The computer gear we have in the trunk generates a lot of heat, so we are engineering a unique kind of adaptation of the HVAC system to provide proper cooling,” Magney said.
The 2018 Ford Fusion test vehicle VSI Labs will operate for the Automated Drive West. Photo: VSI Labs.
Examining The Ecosystem
VSI Labs is an ambitious and robust company when it comes to automotive safety and technology research. The company builds vehicles to examine how different technologies interact with each other; and to better understand how they function when it comes to autonomous driving. VSI’s engineering team routinely analyzes by-wire control systems, sensor fusion applications, and precision localization; each important to the inner-workings of an autonomous vehicle. From there, VSI offers various research portals that support product and technology planning; competitive analysis and IP discovery; and product engineering and development.
Magney worked in automotive technology for 20 years, serving in senior leadership roles before starting VSI Labs in 2014. He describes the VSI approach as a decomposition of the ecosystem. The mindset allows Magney and his team to get a more accurate picture of autonomous vehicle technologies, their corresponding systems, and their overall capabilities.
“I felt that was going to be extremely important: to really understand the underpinnings of this technology,” he continued. “That really understanding, for example, the ecosystem according to sensors: so who makes these sensors? What are they used for? What do they look like and so forth. But it doesn’t stop there because there are a lot of components necessary to build up an active safety or automated driving system.”
From RC Cars To Real Ones
VSI today has examined thousands of products and represented over 800 companies, from Silicon Valley startups to multinational OEMs. Magney says things began humbly enough with “desk research,” but quickly evolved. “Within about a year and a half, we realized that to really understand this space we’ve got to go deeper and that means setting up a lab,” he recalled. “Honestly it started with building a 1/10 scale car, like an RC car, and automating that. Nearly right after, we ordered our first real vehicle. We used that to start building safety applications and lower-level automation features.”
Photo: VSI Labs.
Safety First
We first met VSI Labs at AutoSens Detroit in May of last year. The team brought a Tesla from their Minneapolis office they routinely work on and benchmark. “We wanted to come to Detroit to show AutoSens attendees and delegates some of the new features we put in the car,” Magney told us when we met him. Later that day, we took a ride in their automated Tesla with Engineering Project Manager and chief driver Sara Sargent. “Safety is always the goal with this technology,” she said as we cruised across Warren Avenue in Detroit in autonomous mode.
“I always come at it from a safety background, so to me, the stuff we’re working on is as much about safety as it is automated driving,” Magney added. “I know it sounds like a cliché, but we believe everything we do helps advance that goal, that mission, or that trajectory of these technologies.”
Driving With Purpose
Sargent will assume the same role when they depart the Twin Cites on August 20th for the Automated Drive West. She, like Magney, doesn’t get too carried away. This is more about hands-on science versus hands-off the steering wheel. “The Automated Drive West isn’t about reading emails, watching movies, or napping,” Sargent explained. “This trip will apply a few technologies that are particularly useful in rural settings where infrastructure is at a minimum.”
“To give you a little more background, we are using something called Real-Time Kinematics, often used in agriculture and in some marine applications,” Magney said. “It augments the accuracy by a great deal, so coupling that high-end GPS with our high-definition maps; those two working together will do most of the heavy lifting on the journey.”
Representatives from VSI perform an autonomous driving demonstration in the company’s Tesla at Wayne State University during AutoSens Detroit 2018. Photo: Alex Hartman for Sense Media.
Eagle Eyes
During the Automated Drive West, VSI’s test Fusion will employ two important autonomous vehicle applications: adaptive cruise control and lane-keeping assist. Both will utilize data from high-definition maps and on-board sensors, supported by algorithms developed by the engineering team. Special scripts were then written so map data, relative to the vehicle’s location, can be downloaded at any given time. The adaptive cruise control and lane-keeping assist systems will adjust accordingly to any new map data while on the trip.
“What it boils down to is our GPS system in this car has accuracy down to a few centimeters rather than a few meters,” Magney explained. “In other words, we’ll be able to localize with precision using our high-end GPS.”
As the new map data arrives, the Fusion’s steering slowly transitions from the current path to the new one. Although not always necessary, the gradual transition allows the driver time to react should any errors occur in the loading of the new map. “One of the significant things about this test is that we can isolate the functionalities of these technologies,” Magney said. “A lot of times we will be tweaking the algorithms on the fly in order to make certain adjustments. And we always have a trained safety operator and driver behind the wheel.”
The VSI team for the Automated Drive West. From left to right: Ryan Sargent, traffic law expert; Sara Sargent, Engineering Project Manager and chief driver; Jacob Miller, Autonomous Vehicle Solutions Engineer. Photo: VSI Labs.
Follow The Automated Drive West
The Automated Drive West kicks off in Minneapolis on August 20th. The VSI team will drive four days to their destination in Santa Clara. On arrival, they will offer demo rides in the vehicle at Informa’s Drive World Conference & Expo from August 27th to the 29th. You can follow the journey in real-time on social media, either through the VSI Labs Twitter and/or Facebook page. The team plans on stopping at places like Mount Rushmore, The Great Salt Lake, and Olympic Valley.
“It’s going to be a terrific test of these systems because we’ll see so many unique environmental conditions along the way,” Magney said. “Of course, we will have live telemetry and other neat kinds of features so people can follow along with how we’re doing.”
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.



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The Quail, A Motorsports Gathering Goes Hollywood

The Quail, A Motorsports Gathering Goes Hollywood The Quail, A Motorsports Gathering is teaming with the Petersen Automotive Museum this year.
A new display will include six cars and one motorcycle from some of Hollywood’s most adored films.
You know about The Quail, right? Officially dubbed The Quail, A Motorsports Gathering, it’s one of the very fun things to do at the Monterey Historics every year. You have been down to Monterey, right? Well, if you haven’t, go. If you’re thinking about going back this year, then definitely do so. Because The Quail is partnering with LA’s Petersen Museum to bring some rather tasty rides to their annual event.
Hollywood Dream Machines
I actually covered the Petersen Museum’s Hollywood Dream Machines exhibit back in May. The exhibition features over 40 Hollywood vehicles, props, and costumes. The Audi RSQ concept, driven by Will Smith in i, Robot; the Warthog from Halo; the DeLorean time machine from Back to the Future, and a bunch of other instantly-recognizable rides are on display. And while this is a fun thing see, someone came up with the bright idea of taking the show on the road, so to speak.
The Quail, A Motorsports Gathering will showcase a selection of these iconic movie cars from the Petersen Automotive Museum, beginning Friday August 16th. The display will include six cars and one motorcycle from some of our favorite films. Once again, the legendary 1981 DeLorean from Back to the Future will be on display. Michael Keaton’s Batmobile from the 1989 Batman film will also be on display (that would be the first big Hollywood version, the one directed by Tim Burton). Joining them is the 1999 Mach 5 Prototype race car inspired by the classic 1966 animated series Speed Racer. (And this might be the same one from the Wachowskis over-the-top movie, but info is sketchy).
Mach 5 Prototype as depicted in the animated TV series Speed Racer (1967-1968) and the film Speed Racer (2008). Designer: Mark Towle.
Shagin’ Wagon
Austin Powers fans can enjoy the “Shagmobile,” the 1998 VW Beetle Mike Meyers drove around; while those old enough to remember will appreciate the race-prepared, 1961 VW Beetle from The Love Bug. Wait, scratch that. It’s from the 2005 film Herbie: Fully Loaded that starred the unfortunate Lindsay Lohan. The last of the six is the 1946 Ford “Greased Lightning,” customized by world-famous car builder George Barris for the 1975 John Travolta, Olivia Newton John movie Grease. The lone motorcycle is the LEGO Batcycle.
Special Classes
In addition to all the tinsel town glitz and glamour, The Quail will also do its usually impressive gearhead related stuff. Essentially, world-class displays of all classes on the picturesque rolling fairways of the Quail Lodge & Golf Club. There are three special classes this year. The first will be 100 Years of Bentley Motors, celebrating W.O.’s finest. Some of the highlighted Bentley vehicles include a 1929 Le Mans, 1926 Speed Six, 1958 S1 Continental Coupe by Park Ward, and a 2018 Supersports. The second special class is the 25th anniversary celebration of the McLaren F1, which makes me feel older than I am. The third special class, “A Tribute to the Electric Car Movement,” is probably a real politik way of staving off a horde of granola-munching hippies descending on the Monterey Peninsula from the hills of Los Altos or some such.
Photo: Bentley Motors.
Family & Pet Friendly
If you attend, you will enjoy The Quail’s unique garden-party setting with an array of culinary pavilions, wine vendors (award-winning of course), and a fireside chat series. You can also attend the Bonham’s Quail Lodge Auction taking place simultaneously on the Quail Lodge Farm Field. And shoot, bring the kids and the dog, because, as always, the show will offer a family and pet-friendly environment. More information and a complete list of all the festivities can be found here.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 



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Toyota Research Institute Showcases New Autonomous Platform

Toyota Research Institute Showcases New Autonomous Platform
The Toyota Research Institute (TRI) will present Platform 3.0 at the 2018 Consumer Electronics Show in Las Vegas, Nevada. Platform 3.0, built on the Lexus LS 600hL, is Toyota’s latest autonomous research vehicle, one noted as both technologically advanced and stylish.
“Our team has once again rapidly advanced our automated vehicle research capabilities,” said Dr. Gill Pratt, TRI CEO and Toyota Motor Corporation Fellow. “To elevate our test platform to a new level, we tapped Toyota’s design and engineering expertise to create an all-new test platform that has the potential to be a benchmark in function and style.”
Threefold Approach
TRI approached Platform 3.0 with three fundamental principles: Elevate perception capabilities and be an industry leader in automated vehicles; blend the sensing equipment into the vehicle’s design with a distinct appearance that is sleek and elegant; and package the automated technology in a manner that is easy to reproduce for building an entire fleet at scale.
“Experimentation has transitioned to narrowing in on a technology package with a more defined sensor configuration and level of performance that helps catapult proficiency in understanding the world around the car,” reads a statement from TRI.
Photo: Toyota Motor North America.
Perception Technology
Vehicle perception technology can best be described as eyes for the car. Much like we humans have senses for sight, sound, touch and so on, an automated vehicle needs the same “sensory” attributes. This is where cameras, sensors, and LiDAR come into play – these components are essentially the car’s ability to see and understand what is taking place around it. Platform 3.0 has a 360-degree Luminar LiDAR system with a range in excess of 650 feet. The system utilizes four high-resolution LiDAR “scanning heads,” which detect objects around the car, including notoriously difficult-to-see dark objects.
Shorter-range LiDAR sensors are also positioned low and on all four sides of the vehicle – one in each front quarter panel and one on the front and rear bumpers. These can detect low-level and smaller objects like children playing or unexpected debris. A good analogy on how LiDAR works is to think of bats. The flying creatures use a similar process with sound waves to navigate, often called echolocation by scientists.
Photo: Toyota Motor North America.
Styling & Design
Not only does Platform 3.0 need to function, but it needs to look the part. CALTY Design Research in Ann Arbor, Michigan and engineers at Toyota Motor North America Research and Development (TMNA R&D) were tasked with this responsibility. By creating a new weather and temperature proof rooftop panel, they cut overall height. CALTY used motorcycle helmets to inspire the design of the panel, later deemed as “intelligent minimalism.” The end goal was a crisp, fluid, and aerodynamic look.
The team further worked to conceal the sensors and cameras, and eliminate the “bolt-on” look many autonomous test vehicles sport today. The computational architecture for operating the automated components once took up the entire trunk, but not now. The electronics infrastructure and wiring was condensed into a small box. It’s autographed accordingly with an LED-lit TRI logo.





Production & In Person
The Prototype Development Center at TMNA R&D in York Township, Michigan specializes in low volume production. Starting this spring, the facility will produce Platform 3.0 cars from stock Lexus LS models. In the meantime, Platform 3.0 will be on display at CES in Las Vegas, starting next week (January 9th) through the 12th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: Toyota Motor North America.



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The New Mercedes-Benz G-Class Versus The Schöckl

The New Mercedes-Benz G-Class Versus The Schöckl I know what you’re thinking: “Oh great, the Mercedes-Benz G-Class. Another SUV for the Carmela Sopranos of this world.” And nine out of ten times you’d be right to think that, given most SUVs are as likely to see a logging road as a rabbi will a Bacon-Egg-Croissanwich. In this case, however, you would be wrong. The Mercedes-Benz G-Class, which is a civilian version of a literal troop carrier, is built from the get-go to travel off-road and soak up the abuse like a sponge.
I Am Legend
Mercedes-Benz has their own off-road test track with the delightfully Teutonic name of the Schöckl, inspired by the actual mountain. As a matter of fact, their latest press release is even titled: “The legend on the Schöckl” and it starts out very ominously: “Every G-Class has to conquer the Schöckl.” The only thing that could make this more Wagnerian is if there were Nordic women in brass breast plates screeching about the imminent Götterdämmerung while handing you a beer in a mug the size of a Crock-Pot.
Oh, and while I’m at it, now’s as good a time as any to announce that Schöckl is the name of Automoblog’s in-house heavy metal band. At the moment we’re just a power trio, but we’re looking for more members. So if you’ve got a cool name, like Udo or Baldur or Hasso, we’d love to talk with you. Musical ability is nice but not required.
Back to the G-Class and what happens to it on the Schöckl . . .
The new G-Class undergoing testing on the Schöckl, a 1,445 meter high mountain near the Austrian city of Graz. Photo: MBUSA.
Off-Road Prowess
The test track is located near the Austrian city of Graz and uses a 1,445 meter (4,740 feet) high mountain as its playground. The test route runs for 5.6 kilometers, or around three-and-a-half miles and includes gradients of up to 60 percent(!) and lateral inclinations of up to 40 percent(!!). Your run of the mill Merc G-Class has to endure over 2,000 kilometers (1,200 miles) on the Schöckl and, unsurprisingly, the latest iteration handles it with noticeably more control and comfort.
Mercedes-Benz says the number one goal was to make the G-Class even more effective off-road. Not add cup holders, not a better stereo, but to literally make it “more effective off-road.” Sorry Carmella.
More pointers the G is built to really do this stuff can be seen in the standard ladder-type frame, the three differential locks that can full-on 100 percent lock to put the power down, and a low range off-road ratio to kick the whole gearbox down a notch for serious torque, traction, grip, and forward momentum no matter what. The suspension is also off-road focused with an independent double-wishbone front axle in combo with a rigid rear axle. Ground clearance has been maximized with the raised axle and independent suspension contributing to the off-road prowess.
Mercedes-Benz even threw in a new control program to handle those more unpredictable off-road circumstances. “G-Mode” works independently of the chosen drive program as soon as one of the three diff locks has been activated or low range has been engaged. G-Mode tweaks the adjustable damping of the chassis, along with the steering and accelerator characteristics while avoiding unnecessary gearshifts for maximum off-road capability.
The new G-Class has a suspension designed for off-road use. The components of the double-wishbone front axle are fixed directly to the ladder-type frame without a suspension subframe. The new, more rigid rear axle is guided with four longitudinal control arms on each side and a Panhard rod. Photo: MBUSA.
Facts & Figures
The off-roading figures are impressive. The ground clearance between the axles: 241 millimeters, a gain of six. Max fording depth is 70 centimeters (more than two feet) an increase of 10 centimeters from the previous G-Class. Driving stability is listed as 35° (a 7° gain) which, if I’m understanding this right, means you can traverse a section of the planet with the G-Class tipped over at 35° and it will still keep on truckin’. Departure angle is 30° and the approach angle is 31°. Suspension travel is listed as 85/100 millimeters for the front axle spring/rebound and 82/142 millimeters for the rear spring/rebound.
Transmission & Perception Tech
The 9G-TRONIC automatic transmission/torque converter combo was specifically adapted to meet off-road demands. The shift and response times of the 9-speed are quicker, and the wide ratios make driving quieter and more comfortable while reducing fuel consumption. The new transfer case is flange-mounted directly to the 9G-TRONIC; 40 percent of the drive torque reaches the front axle and 60 percent reaches the rear. The new G-Class utilizes a permanent all-wheel drive system.
In addition to monkeying around with the normal off-road stuff for better performance, the latest G-Class features other modern niceties like a bird’s-eye view camera, a reverse camera, plus three additional ones. This means obstacles located below your line of sight or in front of the vehicle, like a hill’s crest or your kid’s tricycle, can now be easily seen before disaster strikes. All these camera views show up on a full HD multimedia system display.
Final Verdict
So yes, the G-Class is pretty close to being the ne plus ultra of SUVs. It’s expensive and loaded with tech this and comfort that, but unlike seemingly 99 percent of SUVs out there, the Mercedes-Benz G-Class can really be used off-road. In a very serious manner.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. 
Mercedes-Benz G-Glass Gallery

















Photos & Source: MBUSA.



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10 Best 1980s Era Collectible Cars

10 Best 1980s Era Collectible Cars

When you think of a classic car, which vehicle pops into your mind? Is it your grandfather’s 1940 Ford? Perhaps a turquoise ’57 Chevrolet Bel Air convertible? How about a ’69 Hemi Road Runner? Or maybe your idea of a classic is the infamous Back to the Future DeLorean? Whatever your answer, it is most likely driven by the generation in which you grew up.
In the old car hobby, it’s an accepted fact the cars of our youth are the ones we desire to collect. At present, Baby Boomers (born between 1946 and 1964) are riding the collector car wave, snatching up vehicles from the 1950s, ‘60s, and early ‘70s.
In 2017, Boomers are between 53 and 71 years old. With access to funds for discretionary spending, many are buying the cars from their teenage years. The other side of that equation is that Boomers are also reaching the end of their life spans and the next generation (Generation X, born between 1965 and 1976) is entering the hobby. It should be no surprise Gen-Xers, who were teens through the 1980s, are seeking to collect the cars whose posters adorned their bedroom walls. Baby Boomers didn’t think they would live to see the day these so-called “malaise era” cars would be desired by anyone, but history is proving otherwise.
As Generation X matures and gains the means to purchase their four-wheeled dreams, what are they looking for? Here are ten ‘80s era vehicles we’re seeing at classic car auctions and shows.
Alfa Romeo Spider
The movie studio that made The Graduate should charge Alfa Romeo an annual commission. The movie, released in 1967, made such an impression that, to this day, people remember the little red convertible driven by Dustin Hoffman. Part of what makes the Alfa Romeo Spider memorable is how this car, introduced in 1966, kept its basic styling through end of production in 1994. Adding to the car’s appeal is that, by 1981, there were almost no affordable convertibles available in the market. For collectors who want the romance of an Italian convertible, this charming two-seater has lots going for it. We witnessed one sell at auction earlier this year for $15,000.
COLLECTOR’S HINT: Look for a 1982 or later car with Bosch fuel injection for improved drivability.
1955 Giulietta Spider from Alfa Romeo Heritage. Photo: FCA US LLC.
American Pickup Trucks
Look around you as you drive down the highway: 50 percent or more of the vehicles on the road today are classified as light trucks. While SUVs and minivans fit that definition, it’s the good ol’ pickup that most people still think of when you say “truck.” Their popularity has not been lost on the Big Three, who will happily charge you $50,000 or more for a fully loaded model. If you long for simpler times for your pickup, look into the Chevys, Fords, and Dodges of the ‘80s. While ‘50s and ‘60s era trucks have soared in value, collectors are just starting to pay attention to the newer ones. Watch out for trucks that have lived a hard life; there are some out there which have been pampered. We saw several clean ‘80s Chevrolet pickups sell recently for around $15,000.
COLLECTOR’S HINT: Skip the frills. Collectors want regular cab, short bed, two-wheel drive trucks. Get that and you’ll have an easier time when you’re ready to sell.
Buick Grand National
To the Baby Boomers, the muscle car era started with the ’64 GTO, and ended in the early ‘70s when insurance premiums drove buyers away. But big engine, hot shot cars never go out of style. Buick decided to show the world they still had it with the Grand National. This was no multi-carb V8; instead, a turbo V6 put down the power in a very high-tech 1980s way. For teens in the ‘80s who may have lusted for their dad’s Buick Grand Sport, the Grand National was a perfect, and reasonably-priced substitute. A popular online auction site sold several earlier this year for less than a loaded Honda Civic: around $17,000.
COLLECTOR’S HINT: Find a one-owner car, as you’ll almost be guaranteed it was taken care of.
Only 547 examples of the 1987 Buick GNX were built. Photo: GM Media Archive.


BMW M3
Bavarian Motor Works (better known as BMW) built THE yuppie-mobiles of the 1980s. Yuppies (Young Urban Professionals) rejected their parent’s Cadillacs, Lincolns, and Imperials, but these German sport-luxury vehicles fulfilled their automotive lust. The BMW 3 Series was a sales success all through the 1980s. Its ultimate configuration, the M3, had it all: higher horsepower, better handling, aero add-ons, and fancier interiors. While the M3 model continues today, the original came out in 1985.
Those who were youngsters at that time may be driving a new Bimmer now, but their collector interest brings them back to the M3s they wanted as teenagers. Prices have jumped, with good late ‘80s M3s selling for $60,000 and it’s predicted prices will continue to climb.
COLLECTOR’S HINT: These cars were raced. Check the body and suspension for damage or poor repairs.
Chevrolet Z28 / Pontiac Trans Am
GM tried to stay in the muscle car game in the 1980s but was fighting a losing battle with more stringent fuel economy and emission standards in effect. Their pony cars, the Chevy Camaro and Pontiac Firebird, soldiered on. Their performance submodels, the Z28 and Trans Am, stayed in the marketplace, even if it was stripes and spoilers that set them apart more than underhood grunt. For those who reminisced about the muscle car glory days, these malaise-era cars were poor substitutes. But given how little competition was in the marketplace, sales remained respectable. Today, there is strong nostalgia for both. The Camaro, which returned in 2010, and the Firebird, which died when GM pulled the plug on Pontiac, still have lots of fans for whom any version of a Z28 or Trans Am is a desirable car. Recent auction sales put their prices squarely in the mid-teens.
COLLECTOR’S HINT: Make sure the Z28/Trans Am is not a fake, and that it left the factory as represented.
1982 Chevrolet Camaro Z28 Sport Coupe. Photo: GM Media Archive.
Datsun / Nissan 280ZX
With today’s success of the Japanese auto manufacturers, it’s difficult to remember a time when “Japanese car” was shorthand for cheap throwaway transportation. Datsun (made by Nissan) changed the game big time with its introduction of the 240Z sports car in 1970. For the first time ever, people lusted for an Asian car. The Z-car continued throughout the ‘70s and ‘80s, but got bigger, heavier, and slower. As we’ve seen with some of our other examples, the original cars (in this case, the 1970 to 1973 240Z) have soared in popularity and value. Young adults who bought the revamped 280ZX in the 1980s might want to buy a 240Z, but don’t want to spend the money. The 280ZX they had (or wanted) becomes the default collectible.
Prices have been low, but are starting to climb: a nice one sold recently for $16,500.
COLLECTOR’S HINT: The T-tops were prone to leak; check the floorboards for rust.
DeLorean DMC-12
What can be said about the DeLorean? That one of Detroit’s most successful executives labored tirelessly in an all-out effort to produce a world-class sports car? Or that gross mismanagement, poor business decisions, and drug-infused intrigue doomed the venture? Perhaps both statements are true. But similar to Benjamin Braddock and his Alfa, it’s Marty McFly and Doc Brown who fatefully cast their DeLorean into movie immortality in Back to the Future. Folks who can’t tell a Chevy Corvette from a Chevy Chevette squeal and point when they see a DeLorean.
Values for used ones languished for years; but fans of all things 1980s (the movie was released in 1985) have driven up demand. Recent prices have averaged in the mid-$20s, but one sold this summer for $39,000. You’ll have to travel back in time if you want a cheap one.
COLLECTOR’S HINT: Be sure that everything works and that it’s all there, as spare part availability may be sketchy.
Replica Delorean DMC-12 Time Machine in San Francisco. Photo: Ed g2s via. Wikimedia Commons.


Ferrari 308 GTB/GTS
To Baby Boomers who prefer their vehicles from the land of pasta, pizza, and prosciutto, nothing sings the aria like a Ferrari. The classic Ferraris of the 1950s and 1960s had V-12 engines mounted in front, driving the rear wheels through a car-length driveshaft. When Ferrari switched to (gasp!) mid-mounted V6 and V8 engines, the traditionalists said “no thanks.” For years, the market agreed: values of the 308 GTB (Berlinetta or hardtop) and GTS (Spider or convertible) stayed below $20,000.
Then a funny thing happened: prices for all Ferraris skyrocketed. 60s era Ferraris, which wouldn’t sell at $100,000 were now trading hands for $700,000. The 308 GTS (made famous on the TV show Magnum, P.I.) was still the affordable Ferrari, but prices rose to $75,000 or more. The market has cooled a little bit; several recent sales for nice 308s were around $50,000.
COLLECTOR’S HINT: On any Ferrari, up-to-date maintenance is key. Ask for records to show when the timing belt was last replaced.
Ford Mustang GT
Ford Mustang sales have always been rather steady. Sure, there was that Mustang II from the ‘70s that most Blue Oval fans prefer to forget. The introduction of the Fox Body Mustang in 1979 was a success for Ford, which continued through the end of this generation in 1993. What really rang the bell for enthusiasts was the launch of the 1982 GT and its 5.0 engine. Performance fans had a car they considered a world-class competitor in an affordable, American-made package. The truth is, desire for these V8 1980s Mustangs has never waned. What has changed is that teens who wanted one before getting their licenses are looking for them now in their adult years and driving the demand. Clean ones are out there, but expect to pay a minimum of $10,000.
COLLECTOR’S HINT: Too many were modded and rodded almost beyond recognition. Only buy an unmodified car that has been maintained.
1982 Ford Mustang GT. Photo: Ford Motor Company.
Mercedes-Benz 450/380/560 SL
The Mercedes-Benz SL models (“Sportlich Leight” in German, translated as “Sport Light”) were introduced in 1954 and have been in continuous production since, so there is a long history with these two-seaters. The R107 version was introduced in 1972 and stayed in production through 1989. It was one of the most popular high-end European models of the ‘80s, sold as the 450SL, 380SL and 560SL, depending on the displacement of its V8 engine. They were all convertibles, all had automatic transmissions in the U.S., and came with a folding soft-top, a removable hard-top, or both.
The complexities of the modern SLs have some collectors yearning for the simpler cars, and nice ones are starting to creep up in price. Supply is good because many were bought as 3rd or 4th cars and German craftsmanship has kept many on the road. A 450SL sold at auction this summer for $15,000. Beware of higher mileage cars which may sell for as little as $5,000, but they are no bargain in the long run.
COLLECTOR’S HINT: Both soft and hard convertible tops are a plus, but make sure they’re in good shape. If over 100,000 miles, ask about the engine’s timing chains.
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Cover Photo: DeLorean Motor Company.



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Polestar Spaces Are NOT Traditional Dealerships, Company Says

Polestar Spaces Are NOT Traditional Dealerships, Company Says Polestar, a new electric performance band from Volvo Car Group, is establishing their retail network.
The company wants a look, feel, and experience different from traditional car dealerships. 
The first “Polestar Space” will open next year in downtown Oslo, Norway on Øvre Slottsgate.
Polestar Spaces
Don’t call them dealerships, don’t even think of them as such. “Polestar Spaces” are anything but traditional dealerships, according to the automaker. The new electric performance brand, fresh off the North American reveal of the Polestar 1, will begin establishing its retail network.
“Polestar will be a fully digital brand, but a Polestar Space is where customers will be able to come into direct contact with us,” explained Thomas Ingenlath, Chief Executive Officer, Polestar. “In a Polestar Space, they’ll meet and interact with a Polestar brand and product expert, see the engineering under the skin as well as be able to take a test drive.”
The first Polestar Space will open in the middle of 2019 in Oslo, Norway, a key market according to the automaker.
“As Norway is one of the world’s most important electric vehicle markets, it is logical to begin the Polestar Space story in Oslo,” Ingenlath said.
Museum Exhibits & Multiple Channels
Polestar wants a minimalist approach, with a showroom space that closely mirrors the design and philosophy behind Polestar cars. The locations will have a museum-like feel. Wheels and carbon-fibre sections will stand like exhibits, complimented by material finishes, paint colors, and leather samples.
“A visit to a Polestar Space will be a very different experience to today’s typical car dealership,” Ingenlath said. “We aim to surprise and delight our customers, removing the hassle that comes with traditional car ownership.”
Representatives and employees will also embody the company’s retail philosophy.
“As the customer will order the car online, they won’t experience hard-sell, commission-based salespeople in a Polestar Space. Our customers will never feel pressure to sign a contract,” Ingenlath continued. “Polestar is a multi-channel brand which is why it must be supported by a unique retail experience.”
Polestar Spaces will feature elements of the company’s design language and philosophy, according to the automaker. Photo: Polestar.
Forward Looking
Polestar opens their portfolio with the Polestar 1, a 600 horsepower, low-volume performance hybrid. The aptly named and higher-volume Polestar 2 and 3 will follow as full battery-electric vehicles.
“By the middle of 2020, we aim to have opened up to 60 Spaces around the world to support the key launch markets for the brand,” Ingenlath said. “As we progress, we will open Spaces in more locations to support our retail development, making the brand more accessible with the opening of each new Space.”
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Polestar.



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Texting & Eating: New Documentary Examines How Badly We Drive

Texting & Eating: New Documentary Examines How Badly We Drive 3 Seconds Behind the Wheel Overview
3 Seconds Behind the Wheel is a new documentary and podcast series.
The film shows how frequently distracted driving occurs by following eight different individuals. 
Boyd Productions and Connecticut Public Television gathered hundreds of hours of footage.
Leading minds showcase how new technology may help curb distracted driving.  
3 Seconds Behind the Wheel is available now.  
An interesting documentary landed on my desk recently titled 3 Seconds Behind the Wheel. Three seconds is the time it takes to travel a football field while driving. Coincidentally, that’s the amount of time it takes the average driver to do something like look at a text message, choose a song or, even worse, reply to a text message.
The movie states up front that it is not here to scare you, and in that they are right. This is not one of those horrid driver’s education films from 1964 with lots of rock-a-billy and misspent youths and screeching tires and regrets.
3 Seconds Behind the Wheel is 55 minutes of exploration of not only distracted driving, but also trends in smartphone usage, autonomous cars, and augmented driving. That’s a fairly nice way of saying, narrative-wise, 3 Seconds Behind the Wheel is rather meandering and has a hard time getting to any one point. And, most crucially, it seems to not fully understand the point it is ultimately hoping to make.
3 Seconds Behind the Wheel follows the lives of eight people, ages 18 to 65, over six months using in-car cameras and tracking technology to monitor their driving habits. Photo: Jonathan Olson.
Honest & Intimate
3 Seconds Behind the Wheel is divided into three critical chunks. The first is a look at a data analysis firm that conducted a study of rather delicious deviousness. They mounted a bunch of cameras inside the cockpits of various cars, and pared that footage with accelerometer data from the driver’s phones. And not just any drivers, but a lot of teenagers. Those that have driven with or recall what you drove like as a teenager will readily know it can be frightening.
But I’m not just talking about hot-rodding reprobates out looking for cheap thrills and jazz music, oh no. I’m talking about drivers of all ages that are constantly on their phones or are constantly distracted. Everyone in 3 Seconds Behind the Wheel spends a terrifying amount of time reading texts and responding to them, plus full-on jamming to tunes with both hands off the wheel for long stretches. We’re talking Neil Peart-level air drum solos!
And eating food while driving . . . even eating it off plates with plastic utensils!
“While many of these driver’s habits will shock you, this is a very honest and intimate look at human behavior,” said Executive Producer Jennifer Boyd of Boyd Productions.
Katie, a young mother and photographer, is one of the subjects in film 3 Seconds Behind the Wheel. Photo: Boyd Productions, CPTV.
The Things We Do Instead of Driving
All of this accompanied by some juicy rationalizations: “Oh! The reason I was eating that was because I got the food like that, on a plate, at a birthday party. Swedish meatballs.” I’m not sure what the mitigating factor is here: the fact that she got the entire plate of food at a birthday party or that it was Swedish meatballs.
Nevertheless, all of this in-car footage makes you wonder, “Do I really pick my nose that often?”
“You’re in kind of a private space that is typically reserved for just the driver, and now you get to observe a lot of these things that are going on – that we all do,” explained Eric Jackson, Director of the Connecticut Transportation Safety Research Center at the University of Connecticut. “But you don’t think about it until you start watching the videos and you’re like ‘I do that.'”
Global Concern
It’s not just in the United States either. A survey conducted by Carzoos found that 75 percent of Australians eat while driving and another 55 percent use a mobile device. The same study found that 25 percent of women, aged 25 to 34, apply makeup while driving.
“We don’t have a distraction epidemic; we really have an attention epidemic,” said Bryan Reimer, Research Scientist, MIT. “I think that we really need to begin asking the question: What is distraction? Could it be that the act of driving has become the distraction from the communication and infotainment world that we all live in?”
The European Transport Safety Council reported last year on surveys conducted by Ipsos and Dekra. Ipsos found that 36 percent of drivers in the Czech Republic use their phone behind the wheel; Dekra found around 25 percent in Spain and Ireland did the same. And in a bizarre yet tragic case two years ago in Japan, the Pokémon Go game was a factor in a fatal accident.
“In today’s electronic digital age, it seems impossible for some people to resist answering phone calls or responding to text messages or Snapchat, Instagram, Twitter, or Facebook posts even while behind the wheel,” said Special First Lieutenant and Traffic Safety Specialist Jim Flegel of the Michigan State Police. “When a person drives distracted one time and nothing bad happens, they think they can do it all the time with the same results. This is not true! It only takes being distracted for a brief moment before a tragedy can occur.”
In the film we meet Aubrey who often checks social while driving. Photo: Boyd Productions, CPTV.
Just Google It
3 Seconds Behind the Wheel then drifts towards talking about automated driving. There’s no real clean break when they move from act one to act two, so it doesn’t work all that well. Still, the producers talk with people at Google working on better strategies for UIs (user interfaces) in the automotive world. Things like where the yes tap should be versus the no tap versus the go back tap on a smartphone screen.
Google has a very nice driving simulator rig with multiple screens and umpteen ways of tracking the driver being tested; facial expressions, eye movement, eye gaze, how long your eyes linger on a given point, body language, head motion, and speed – just thousands of data points to draw from. Curiously, the Google folks make no mention of voice recognition or voice control.
The producers give some passing time to talking about Tesla’s Autopilot, although they (like Tesla) point out how it’s not a real “set it and forget it” autopilot.
Possible Solutions
Ultimately, 3 Seconds Behind the Wheel tries to show what industry experts and entrepreneurs are doing to improve road safety. Recent data from the National Safety Council suggests roadway deaths this year may climb as high as 40,000.
It is at this point the film gets to what I’m guessing is the whole point: augmented driving. This segment has the most narrative and methodological oomph behind it, but the producers never really come out and state it. As a matter of fact, the film never uses the term “augmented driving” but that’s what it is. They talk with a National Transportation Safety Board accident investigator about autonomous versus augmented systems.
We also meet a Swedish automotive engineer from Autoliv who backs up what the NTSB guy says.
In so many words: taking humans completely out of the loop is a bad idea.
3 Seconds Behind the Wheel examines new technologies that may offer solutions to rising crash statistics. Photo: Jonathan Olson.
Human Intervention
The logic presented in 3 Seconds Behind the Wheel goes something like this: we don’t want the machine doing everything, because machines are bad at thinking on their feet during random, chaotic events. What we want is the machine doing most of the thinking, and then, if things go all cock-eyed, the human intervenes and solves the problem.
Other experts share similar views, and even offer real-world situations where human involvement might be the better option.
“When a driver approaches a ball in the street, they can determine that perhaps a child is following. Of course you can tell a computer this simple script, but a human can determine many different types of balls that could be in the road,” said Saskia de Craen from the SWOV Institute for Road Safety Research during AutoSens Brussels last year. “The point is that people are very good at adapting in situations like this and computers do make mistakes.”
3 Seconds Behind the Wheel examines how airline manufacturers have the ability to automate the entirety of a flight, but don’t. Human pilots control the take off and climbing to altitude. Once the plane is cruising eight miles high, then they switch on the automatic systems. Autoliv is working on something similar. The car can and does drive itself, but urges you to take the wheel when it feels you’re the better option.
Key Considerations
This film should present very few (if any) surprises to us grease-stained gearheads. We already know this. We already know we’re not driving a phone booth or a diner or a beauty parlor. When driving a car, we are doing so with the appropriate levels of care, dedication, and skill that our love for cars demands.
3 Seconds Behind the Wheel, in short, is not for us gearheads. It for those other lack-wits out there we are forced to share the road with. Let’s hope they’re watching this movie and paying attention.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz



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2020 Range Rover Evoque Price and Release Date

2020 Range Rover Evoque Price and Release Date

What’s new from 2020 Range Rover Evoque will we discuss on the article this time. Land Rover about one of his luxury car manufacturer certainly not everyone can afford to buy this car. Crossover attracts more customers than we expected this may be supported by sales data from this car from year to year is always increasing. the new machine like his will be present such as diesel and plug-in hybrid Variant. But this new rumor.


2020 Range Rover Evoque Price


2020 Range Rover Evoque : Interior and Exterior


The new 2020 Range Rover Evoque will be the new generation model and will bring lots of alterations. It will eventually ride on the revised edition of your recent LR-MS architecture and it is actually likely to be somewhat wider and can obtain a longer wheelbase. In addition, it is actually anticipated to get lighter in contrast on the preceding model. As for that exterior design and style, the Range Rover Evoque will characteristic numerous equivalent styling cues together with the larger Range Rover Evoque. The similarities will largely be viewed from the front fascia together with the same narrow grille and angular headlamps. Also, it’ll get the bigger air inlets for far better cooling. On the rear end, we’ll recognize a new black bumper.


Within the cabin, 2020 Range Rover Evoque will get the additional room due to the bigger dimensions. So, this time the passengers will get pleasure from added space and for that reason a lot more comfortable. Furthermore, it’s going to come with two rows of seats as ahead of and can have the ability to welcome up to 5-passengers. The second row of seats is going to be split-folding which if wanted for more cargo area. Usually, the cargo space is additionally expected to get bigger because the Evoque is now wider compared to the former model 12 months. In addition, the products will even be upgraded and we can anticipate much more metallic and purely natural trims. The dashboard may also be revised with an upgraded infotainment display which will be much easier to use. Likewise, it’ll obtain an entirely digital gauge cluster and upgraded buttons around the center console.


Trims of the vehicle : SE, SE Premium, Landmark Edition, HSE, SE Dynamic, HSE Dynamic, Autobiography


2020 Range Rover Evoque Engine


As we stated, you will find prospects of hybrid powertrains while in the future, but for now, there isn’t any. The 2020 Range Rover Evoque includes the single 2.0-liter direct-injection turbocharged 4-cylinder unit which has 230 hp. For those who go for SE, SE Premium, HSE, Convertible, and Landmark Edition you’re going to get this output. The Evoque HSE Dynamic and Autobiography trims get the same powerplant but by using a distinct output of 286 horsepower. With both engine variants, you receive the identical 9-speed automated transmission.


2020 Range Rover Evoque Price and Release Date


For the price of what would be the same as the model before him, certainly not. 2020 Range Rover Evoque will be on the value of $43,000 for the highest trim. For more information about the release date as his Range Rover will issue his products at the beginning of the year 2020. Car competitors include the Audi Q5, Volvo XC60, the BMW X 4.

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