BMW M5 ( 2018 Review)

It’s a little black box that sits beneath the bonnet, and Dirk Hacker, BMW M division’s vice president of engineering, says that it is ‘the real breakthrough’. What they call the Central Intelligence Unit integrates the controls of all the new M5’s hardware subsystems in one place.

I think it’s a bit like the one in the latest Ferrari 812 Superfast: it considers all of the inputs you’re making, and all the feedback the car is giving it, to, Hacker says, “control every subsystem governing lateral and longitudinal dynamics”. An automotive one ring to rule them all.

Analysing the M5’s hardware

And in the M5, there is a lot of hardware to rule. The big headline is 592bhp and a four-wheel-drive system to deliver it, for the first time in an M5.

Perhaps for the first time in a proper M car if you’re disinclined to count X models, as I’m happy to. It’s a variable 4WD system, with three modes of its own, and an active M differential at the rear, as on rear-wheel-drive M cars. But there are more hardware and software systems than just these, too.

Externally this new M5 packages all of this kit together fairly subtly. Big arches and muscularity seem to be reserved for M’s 2,3 or 4, but I don’t think they’ve ever been present on an M5. Then it is an executive express, after all, and quite keen not to lose the ‘executive’ part.

Look closer, though, and the hints of the underlying performance are there. There are acres of cooling vents at the front. There’s a diffuser flanked by quad exhausts at the rear.

There are 19in or – as likely, and as tested – optional 20in wheels. And, in between all of those, there are some lightweight panels, aluminium in some places, and with a carbonfibre roof – useful not just because it reduces mass but because of where it reduces it: high, thus lowering the centre of mass. The M5 is a 1930kg car, only about 15kg lighter than the last one – but hey, weight loss is weight loss.

Inside is no less luxurious than you would expect any 5 Series to be, with the M5 fitted with a Merino leather upholstery, heated, electrically adjustable front seats, quad-zone climate control, digital instrument cluster, wireless phone charging, Wi-Fi preparation and a head up display.

Powering the BMW M5 forward

The gearbox is now an eight-speed torque converter automatic rather than a dual-clutch ‘DCT’ auto, which usually has the advantage of being slightly lighter. I think it matters here too because, for all the improvements in DCTs, a conventional auto is still more refined at low speed. Besides, pretty much as soon as you’re rolling, they lock up these days so don’t really slush any energy any more.

Upshifts are quick enough for me on autos – DCTs have the next gear-up engaged so kickdown takes a while on those anyway and, under braking, blipping the throttle means that to an extent it doesn’t matter how fast downshifts are.

So, as with, say, an Aston Martin, I think a full auto would probably suit an M5 anyway.

The gearbox hangs from the back of a 4.4-litre V8 engine, as in the previous-generation M5, but there’s quite a lot about it that’s new here. It has new turbochargers and a higher injection pressure (350 bar, incidentally), new cross-bank exhausts and a smaller, more efficient cooling system.

The upshot, in addition to the 592bhp at 5600-6700rpm, is 553lb ft at 1800-5600rpm, because that’s how big super-saloon numbers are these days. Thirty horsepower shy of a McLaren F1. What a world, eh?

Getting the BMW M5 on the road

BMW decided that 592bhp is too much for the rear wheels alone. However, as with most 4WD systems like this, it’s largely rear-biased, so most of the time when you’re driving, even in standard 4WD mode and with stability control fully on, this rear bias is what you get.

Good. Ultimate driving machines ought not to have front-biased or 50:50 4WD systems because they’d promote understeer, given the front wheels have to turn and steer, and you can overwhelm them just with turning alone. It makes sense for a car with the supposed poise of an M5, then, to be predominantly rear driven.

Does this latest M5, then, have poise? Indeed. But also comfort, and varying degrees of both, owing to the fact that you can choose between all kinds of settings on the car itself. Which is more of an issue, given it effectively means the ultimate driving machine may have to have the ultimate arbiter of dynamics at the wheel.

You can adjust the dampers between three modes, the steering between three modes and the drivetrain between three modes. On top of that, you can tweak the gearshift between three modes via a small rocker on top of the gearlever. There’s no ‘sport’ mode on the gearbox, see, but you can swap between normal shifts, those made a bit earlier in the rev range, or some made later. That’s quite a nice idea.

Then there’s the 4WD system, which you can change from normal 4WD, to sports 4WD, to solely rear-drive; and you can have normal stability control, a reduced level of stability control, or stability control switched off. And you can have any of these in any combination, except rear-drive, which turns the stability control off.

Anyway, in addition to the squadron of buttons on the transmission tunnel, there are two, programmable red buttons on the steering wheel into which you can lock your preferred shortcuts.

Generally, this M5 is a quieter, more subtle car than its nearest rival, the Mercedes-AMG E63. Whenever Jaguar puts a supercharged 5.0-litre V8 into something, it’s vastly more raucous than this BMW too. This is a refined, low-key car.

There’s some augmentation via the audio speakers for engine noise inside in the cabin – oh, did I mention there are two settings for the exhaust too? – but visually, and aurally, the M5 is a more subtle super-saloon than an E63.

That extends to the way it drives too. Regardless of the damper settings, I think it rides with more absorbency than the Mercedes-AMG, and it rides quietly. To that extent, I suspect it could slip into your life as easily as a 520d. It feels as comfortable and ergonomically sound, and that noise levels are relatively low and the ride is pliant means that, in the super-saloon stakes, this is slightly conservative.

It does the ‘saloon’ bit before it does the ‘super’ bit. Still, when you do want the ‘super’ bit, it’s very rewarding. The steering is light but quite fast – that’s a Ferrari-esque trick to make the car feel lighter and more agile than it strictly is  – while it’s still very stable in a straight line, as you’d hope for a car like this. It’s an agile-feeling car for its size, even if saloons probably have their agility and driving appeal peak one car class below this one. 

Is the BMW M5 a super saloon?

The M5 is composed and even a bit adjustable in standard 4WD mode, a touch more so in 4WD Sport mode, and you can steer it on the throttle in either. Though, of course, because it’s a modern car with bags of ability and performance, actually on the road you don’t. You just feel it’s rear-driven because the steering remains uncorrupted and you’re always aware in minor chassis movements that it’s beautifully neutral and being pushed rather than pulled.

Until, of course, you particularly want to turn everything off and give the M5 the absolute lot, as you might want to on a circuit, and really should if you buy one. In which case, it becomes an absolute destroyer of tyres and will be smoking them in the highest levels, with its hugely rewarding stance that shows it has the very best kind of front-engine, long-wheelbase, rear-drive physics.

So there you have it. A tremendous car, at one moment refined and conservative, at another rewarding and poised, with loads of sophisticated hardware, and an even bigger set of massively sophisticated software, controlling its every movement and interaction. Which is still at its best when you turn it all off.

Source : AutoCars UK

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Lamborghini Urus 2018 review

What is it?

I suppose, when the matter in hand is as delicate as this, every kilogram matters, so Lamborghini isn’t going to round the 2197kg that its new Urus SUV weighs to the nearest ten kilos. 

So 2197kg it is. Yay, it’s sub-2.2 tonnes! And that’s the first of an array of frighteningly large numbers that relate to the new Lamborghini 4x4: others of note are 641bhp, 626lb ft and £164,950 (or thereabouts; dealer charges vary, and you’ll pay £180k or more once you’ve got some options on it anyway). All of which gets you what, exactly? A super sports luxury SUV. Lamborghini says it basically invented this kind of car, and if you squint a bit I suppose, in the rather brutalist V12-engined form of the LM002, it might almost perhaps have a bit of a point; although I’m not sure it thought so at the time, and it only made 328 of them before packing the idea in.

But that was then and this is now and now means it doesn’t get a V12 and won’t be built by hand by the couple of hundred. The new Urus sits on the Volkswagen Group’s MLB Evo architecture, which underpins the Audi Q7, Porsche Cayenne and Bentley Bentayga, and it’s intended to perhaps double Lamborghini’s output to 7000 cars a year. 

To that extent, it is a marketing-driven car, not an engineering-driven one. It’s a car that they acknowledge they can only sell because they make actual genuine sports cars. Without the badge, the history, the reputation, the 12.4 million Instagram followers, the Urus wouldn’t sell. 

Which is an admission, of sorts, isn’t it? That this isn’t quite a Lamborghini, after all? Not so, they say. Lamborghini DNA is written through it, they reckon. After all, it has, er, an architecture from a VW; yes, but it’s lighter through better mixed-metal use and with funky C-pillars and frameless doors. It has Lamborghini’s first turbocharged engine and it’s one you’ll find in an Audi; but, ah, here it has 641bhp. It has four-wheel drive, a tall ride height; perhaps, but no other group product marries that to a Torsen centre differential with 60% (and up to 85%) rear bias and a torque-vectoring rear differential, you see. Right. 

In short, the things that separate a Lamborghini from another brand’s car within the VW Group today, then, are rather more subtle than the fact that only one of them has a V12 engine in the middle of it. Would a V12 engine fit here? Don’t be silly, an SUV requires turbochargers because only they can make the requisite torque. Could you put turbos on the V12? Look, please stop asking questions and go away and drive it. So I do




What's it like?

The doors swing open – they feel lighter than a big SUV’s usually do; the frameless windows, see. The interior is more swooping and extravagant than in most 4x4s too. The centre console is high. You can have five seats but this one has four; all individual chairs wrapped in expensive-feeling materials. So too is the dashboard, where Lamborghini design meets occasional VW Group familiarity, and some new things: a two-step touchscreen rather like the Range Rover Velar’s, and a thick bunch of switches to scroll through the drive modes, start the car and select a drive function on the eight-speed auto.

There are six drive modes: Street, Sport, Track (in which the car lowers by 15mm) and three off-road modes in which the body rises by 40mm. Or you can choose your own adventure, by selecting what kind of angry you want to make your suspension and engine and steering weight. But let’s deal with track first because, somewhat uncomfortably, my very first steer and throttle press in the Urus is one that makes it depart from a pit lane.

Crikey it’s fast. And by gum it’s quite loud. The twin-turbo V8 is not overtly laggy and by 6800rpm finds a hard limiter. The official figures say this is a 3.6sec to 62mph car, and that it’ll go from 0-124mph in 12.4sec. It feels not a bit slower than that. The tremendous wallop of torque comes in from 2250rpm, so it doesn’t really matter what gear you’re in, either: in fact, so willing is the car to run towards limiter, where upshifts are a touch hesitant, you’re quite often better off leaving it in a higher ratio.

There’s noise, too, and quite a lot of it. You will hear how loud it is, they said; and they were right. But there’s augmentation going on here too. Through a natural symposer using the intake system’s natural frequencies, yes, but augmentation nonetheless. It’s good, but I think an AMG V8 sounds better.

What else does it do? Stop, tremendously well given the weight – carbon ceramics with 10 (ten) piston calipers are standard. And it rolls, too, despite lowering the ride height in sports mode, stiffening the dampers, and the adoption of 48V active anti-roll bars like you’ll find on its cousins. But that’s fine – a little body angle gives you something to lean on, the quick-ish steering weights up rapidly but doesn’t give genuine natural feel, and then you feel the differential doing its thing, straightening a cornering line and, well, in short, this car is daft-quick around a track. Which would be amusing for a few minutes if you owned one and knew what you were doing with it: because it would go more quickly than most sports cars.

Sports cars are not typically as comfortable as this on the road, either. In its streety mode, the Urus is pretty amenable on good surfaces, albeit fidgety on bad ones: you can thank the optional 23in wheels with 30-profile tyres for that one, plus the fact that, even when the dampers are in an easier-going mode and the anti-roll bars are allowing the wheels to move independently, at heart this is still an SUV that tries to prioritise handling while weighing 2.2 tonnes.

Honestly, it’s fine: it’s not uncomfortable, and it would be as easy as any big car from this batch to mooch around in. The seats are good. The boot is decent. Ergonomically, it’s sound. The steering remains light, and responsive. Pedal feel and response is strong. The digital instruments and array of infotainment are of a fine standard. 

What’s bad? The engine’s too quiet unless you turn up the suspension to hard, and visibility – because of the high window line – is a bit iffy. But, then, while parking the cameras are tremendous.

And then there’s off-road too. Lamborghini says it wants the Urus to have “best in class” handling, with off-road ability “in the best class”. I don’t doubt it has nailed the former but as yet I’m not sure about the latter: the ride height in the off-road modes is 215mm, and put the right tyres on it and I guess it’ll go most places people want it to. Sand dunes, most likely.

I tried it on a gravel track carved into some hills and it was great fun: it’s easy to ride on its torque, it felt agile and you could feel the rear differential straightening its line on corner exit. It is, and I really do mean this, remarkable, in that it is so competent on a circuit, so amenable on the road, and yet still capable of shrugging off-road lumps aside. I’m genuinely impressed. I don’t think there are many cars, if any, that can do all of those things better. 




Should I buy one?

The only sticking point, then, is whether you thought that was a question worth asking, and worth putting a Lamborghini badge onto its nose when you answered it. Questions, questions: would you be more or less well disposed to this car if it wore a badge you’d never heard of? Is it fine to know a car is technically excellent but not actually like it very much? You decide.

This one I know: does it feel like a Lamborghini? Not overtly, but you can see where they’ve tried very hard. But did a Porsche Cayenne feel like a Porsche when that was launched? Not that I can remember, and look how much a part of the furniture that has become. I guess that will be the way it is here too. Man cannot live on naturally aspirated mid-engined cars alone.

Lamborghini Urus

Where Italy On sale July Price £164,950 Engine V8, 3996cc, twin-turbocharged, petrol Power 641bhp at 6000rpm Torque 626lb ft at 2250-4500rpm Gearbox 8-spd automatic Kerb weight 2197kg Top speed 190mph 0-62mph 3.6sec Fuel economy 23.0mpg CO2 279g/km Rivals Bentley Bentayga, Porsche Cayenne Turbo



Source : AutoCar UK

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Jaguar E Pace Review

For an idea of the scale of ambition embodied in the new Jaguar E-Pace, consider that 80% of those who choose to buy one over, say, an Audi Q3 or BMW X1 will be new to Jaguar showrooms. ‘Conquest customers’, as they’re dispassionately known within the industry.

That’s a mighty statistic even for a car expected to supplant the F-Pace as the brand’s bestselling model, although it is one bolstered by the fact that quite a few will be built specifically for the Chinese market in a state-of-the-art plant in Changshu.

To grease manufacturing wheels and meet anticipated demand in Europe, every other E-Pace will be assembled in Austria by Magna Steyr, the firm that has built the G-Class for Mercedes since 1979 and is currently configuring its lines for Jaguar’s new electric I-Pace.

If all goes to plan, the E-Pace will be something of a breakthrough car for Jaguar, and one, it is hoped, that will push annual global sales past the quarter-million mark. Predictably, we’re talking about a compact SUV here, one that slots into the range beneath the F-Pace, although mechanically it has more in common with a Land Rover Discovery Sport.

Entry-level models will be front-driven, but the majority – our test car included – will benefit from an on-demand clutch-based four-wheel-drive system capable of channelling drive to both axles. And to capture that rear-driven Jaguar feel, the most powerful variants also get a GKN Driveline ‘twinster’ torque-vectoring rear differential related to the one you’ll find on the current Ford Focus RS. It only distributes up to half of available engine torque between the rear wheels, mind, rather than the 70% you get in the Ford.

Of some concern to its maker will be that the E-Pace arrives almost concurrently with our class leader of the moment, the Volvo XC40, which is competent, desirable and likeable in equally formidable measures.

With parallel values, this downsized Jaguar SUV is in some respects a British-designed and engineered XC40, so does it have what it takes to mount a convincing challenge?


Source : AutoCar UK

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BMW M2 Edition Black Shadow special launched

New variant of M division’s 365bhp bestseller comes exclusively in Sapphire Black metallic



BMW’s M division has launched a new M2 Edition Black Shadow special edition, which the firm says is to celebrate the sales success of its most popular model line

Available exclusively in Sapphire Black metallic, this new version of the smallest proper M car on sale gets new 19in forged alloy wheels in matt black, a carbon finish on the door mirrors and rear diffuser, as well as black chrome exhaust tailpipes.



No changes have been made to the car’s powertrain, so it retains a twin-turbocharged 3.0-litre straight six that offers peak power at 6500rpm, with 369lb ft of torque arriving at 1400rpm. As standard, drive is sent rearwards through a six-speed manual to enable a 4.5sec 0-62mph time. A seven-speed dual-clutch automatic is available to shave two-tenths from that time.

BMW sold 12,000 examples of the M2 last year, and the M2 Edition Black Shadow will go on sale in Germany this April. Although M demand is strong here, BMW has confirmed that the car won't make it to Britain.



The M division’s successes come at a time it is plotting further growth. It will launch a new range-topper, the M8, next year, with an anticipated 600bhp from its twin-turbocharged 4.4-litre V8 engine.

The arm will, however, drop the F80 M3 early this August due to the upcoming Worldwide Harmonised Light Vehicle Test Procedure (WLTP) that would require a new particulate filter to be fitted. BMW told Autocar that such a modification would not be worth making for a model already nearing the end of its production life. The car’s two-door sibling, the M4 remain on sale through to next year though, so is due to receive the update.

Source : AUTOCAR

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Seat Leon Cupra R 2018

What is it?
This is the bells and whistles, top dog of the Seat Leon range – the most powerful, most focused and most extreme variant of the brand’s Ford Focus rival. It comes equipped with the same turbocharged 2.0-litre engine as the supercar-aping Volkswagen Golf R, as well as a whole host of performance hardware to make a base-level Porsche Cayman sound under-gunned.

We first drove it in Spain late last year and were impressed by its eye-widening cross-country pace and quickened responses. But now, with all 24 UK-bound examples of the model sold out, we have our first go in one on British roads to really test how the addition of unique adaptive dampers and some pretty extreme (by production car standards) negative camber affect its real-world performance.

The car’s engine produces 306bhp, identical to the Golf R, but there’s no Haldex clutch to juggle power between the front and rear axles here, because drive is sent exclusively to the front wheels. Torque is controlled through an electronic locking differential that’s taken straight from the Cupra 300.



What's it like?
Point to point, even on a bumpy British B-road, the Leon Cupra R can make ground as fast as anything else with seatbelts and a horn. It doesn’t chew into the tarmac under power on corner exits like a Golf R – with two-wheel drive, of course it can’t – but the front wheels bite into the surface with such fantastic levels of traction that the Cupra R’s rampant powertrain can be exploited with enthusiasm.

Often, focused hot hatches can feel overly harsh and brittle on Britain’s busy road surfaces. But the Cupra R, with its uniquely tuned suspension, does a fine job of dissolving the vibrations generated by creases in the tarmac. It’s firm, particularly at low pace, but the faster you go the more effectively the car glides over ridges in the road. That being said, it’s not quite as forgiving as a Golf R, but to be fair, that was to be expected.



The Cupra R is very obviously more concerned with being driven like your hair’s on fire, so charge into a corner on a trailed throttle and the front end will respond eagerly. The extra negative camber (it’s been almost doubled) allows the car to really lean into its front tyres (our car came with optional Michelin Cup Sport 2 tyres rather than the standard Continental SportContact6s), encouraging the back-end to over-rotate a few degrees. It’s not as laugh-out-loud mobile as the Honda Civic Type R or Renault Sport Mégane (which benefits from four-wheel steering), but it gives the car a more loutish demeanour.

That’s matched by the engine’s tone, which sounds more aggressive than the Golf R’s thanks to a less restrictive (in terms of volume) exhaust that beguiles with pops and crackles off throttle when the car’s set to its top Cupra mode – which is new for the R. Even more satisfying is the snort of overrun when you pull for a quick upshift through the car’s tightly gaited six-speed gearbox. UK buyers aren’t offered a dual-clutch automatic like other markets, but our experience suggests the Cupra is all the more rewarding for it.

Dial things back in comfort mode and the Cupra R is as supple as a warm hatch and as docile as a mid-spec diesel, although it never completely winds back to the same extent as the Golf R. The blip of throttle on start-up is a constant reminder you’re in the hottest Leon to make production yet.

Should I buy one?
The question should be preceded by 'Can I buy one?' because, unless you’re one of the 24 Brits or 775 people from other markets who have already ordered it, you’ll have to wait until the first Cupra R lands on the second-hand market to bag one.

Even if you could buy one, you might have a hard time justifying the price because, as exciting as it is, you are parting with £34,995 for a Leon. Consider that the equally as quick and more playful Civic Type R is £4000 cheaper, while the RS Mégane, which on first impressions could be the Civic Type R’s biggest threat, is predicted to be almost £6000 less, and that figure only seems larger.

Then again, perhaps that’s missing the point. The Cupra R is neither the most extreme nor diversely talented of the class, but it is an explosive model for Seat aficionados and you’d be hard-pressed to find one of those not astounded by its performance.

Where Surrey On sale Sold out Price £34,995 Engine 4 cyls, 1984cc, turbocharged, petrol Power 306bhp at 5800-6500rpm Torque 280lb ft at 1800-5700rpm Gearbox 6-spd manual Kerb weight 1453kg Top speed 155mph 0-62mph 5.8sec Fuel economy 38.7mpg CO2 170g/km Rivals Honda Civic Type R, Renault Mégane Renault Sport 280



Source : AUTOCAR

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Lotus Evora GT410 Sport 2018

What is it?
Both a racier version of and a replacement for the 410 Sport, the Evora GT410 Sport wins its ‘GT’ prefix mainly by way of weight savings, added aero and more focused running gear, taking cues from the range-topping GT430.

Carbonfibre parts including the roof and gratifying one-piece louvred tailgate help to trim weight and complement the redesigned composite front and rear panels. But to achieve the maximum 28kg saving over the 410 Sport, you’ll need to spec the 20-click, two-way adjustable aluminium Öhlins dampers and titanium exhaust at £5500 apiece.

What you do get as standard for £85,900 (about four grand more than the outgoing 410 Sport) is up to 96kg of downforce at the car’s unchanged 190mph maximum speed, sports springs (Eibach) and dampers (Bilstein), and features pinched from the GT430 including Michelin Pilot Sport Cup 2 tyres, AP Racing four-piston calipers and an improved version of the Evora’s familiar six-speed manual gearbox.

Superfluous as the prospect might seem, you can still choose a six-speed torque converter for £2000 more, but while it’s 0.1sec quicker to 60mph at 3.9sec, top clip drops to 171mph, weight and emissions go up and it misses out on the manual’s Torsen limited-slip differential.



What's it like?
Don’t let the track-day spec fool you – this is still a Lotus that blossoms in the wild. Tackle a rough, corkscrewing backroad and Hethel’s trademark fluidity remains intact, with our test car’s £2000 ultra-lightweight wheels being relentlessly forced towards the Tarmac. By turns, this lets you exploit the hydraulic steering, which is just sharp enough, ideally weighted and communicative without being busy, the feelsome and reliable brakes and, of course, the 3.5-litre Toyota-derived V6 with Edelbrock supercharger and chargecooler.

With the bi-modal exhaust dialled up, tailpipe noise dominates, but it’s an authentically raucous soundtrack that thrills without artificial augmentation or contrived pops on the overrun. The engine pulls happily from 1500rpm but thrives from 3750rpm to the 7000rpm redline, with a throttle response to embarrass even the most alert of modern turbochargers. The gearbox’s two-step action still lingers, but it’s now a very minor flaw; the tactile aluminium gearknob, short, robust-feeling throw and heel-and-toe-friendly pedal layout are enough to make pleasant work of shifting.

On a dry road – even at near-freezing temperatures – the Cup 2s grip endlessly, allowing confident and committed progress. An on-track stint at Hethel confirmed the loftiness of those limits, with only a concerted combination of aggression and weight transfer unsticking the rear end. But if standing water and countryside muck are more likely to pass beneath your wheels than stripy kerbs, the no-cost touring pack with Michelin Pilot Sport 4S tyres and slightly gentler Bilsteins might suit better.

That’s not to say the ride is harsh; it isn’t. It is firm, but even sharp bumps don’t resonate through the bonded aluminium tub. There’s almost a temptation to seek out divots to prove how little they upset the car, although this trick isn’t quite as magical as in those early, innocent days when you could buy an Evora whose power output started with a two.

As for more mundane journeys, there’s a bit of jostle in town and a little vertical bobbing on the motorway, but both are tolerable. In fact, the Evora GT410 Sport makes a decent cruiser; the exhaust hushes up at low revs in its quieter mode, the steering is settled and – at least with £250 of optional sound insulation fitted – road and wind noise are perfectly manageable.

It's the same cost for 2+2 or 2+0 seating layouts; the latter’s rear shelf proved useful for supplementing the weight-restricted, 160-litre boot space.

The optional £3500 Sparco seats could use a bit more backrest padding, and the absence of armrests to lean on unfailingly caught us out when settling in, but the driving position is both sensible and secure. Copious stitched Alcantara, touches of leather and switchgear that’s now more good than bad add a feeling of interior quality missing from early Evoras.



Should I buy one?
You can buy the similarly stripped-back Porsche 911 Carrera T for almost exactly the same money as the Evora GT410 Sport. The latter is both quicker and lighter; that it misses out on the 911’s adaptive damping isn’t a great concern given its versatile passive set-up.

Whether you welcome the attention you’ll attract from the Evora’s aggressive, duct-riddled bodywork is subjective, but other day-to-day concerns are not; the switchgear still needs work, even the £2000 ‘premium’ infotainment unit is an aftermarket job that lacks integration with other systems and the electronic displays remain quite basic.

These issues are likely to be tackled as Geely’s parts bins open up over the next few years. In the meantime, they are gripes more than show-stoppers, for the Evora GT410 Sport is still a brilliant thing; it’s as much fun on a backroad as it is on the track, and surprisingly rounded elsewhere. That’s a deeply appealing combination.

Where Hethel, Norfolk; On sale Now; Price £85,900; Engine 3456cc, V6, supercharged, petrol; Power 410bhp at 7000rpm; Torque 310lb ft at 3500rpm; Gearbox 6-spd manual; Kerb weight 1320kg; Top speed 190mph; 0-60mph 4.0sec; Fuel economy 29.1mpg; CO2 rating 225g/km; Rivals Porsche 911 Carrera T



Review Source : Autocar

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Mercedes-AMG C 63 (2018)

Mercedes-AMG C 63 review

Most enthusiasts will find it hard to acclaim the arrival of the new Mercedes-AMG C 63 without mourning the departure of its predecessor.

The previous model was the first to be built by AMG from the ground up and, boy, did it show. Its shadow, cast chiefly by the memory of the extraordinary naturally aspirated 6.2-litre V8 in its nose, looms large over the latest car – if only because its maker has done its best to gamely stick to the same formula the second time around.

That turbochargers were to be stuck to the next generation of AMG engines was clear even at the previous C 63’s introduction, but where some of its rivals – notably, BMW with the current M3 and M4 – opted to reduce the cylinder count, too, Mercedes has stuck rigidly to its V8 playbook.

The provenance of the new unit, introduced to us already in the Mercedes-AMG GT, is worthy of a 21st century creation. Already famous for being the result of shunting two four-pot Mercedes-AMG A 45 engines together (there’s rather more to it than that, of course), the new V8 delivers more power, more torque, less weight and, naturally, far greater efficiency.

Nevertheless, its forebear can be neither described nor succeeded solely through numbers. The C 63’s character, certainly it’s most likeable side, was spliced into the throttle response and bellowed from the quad exhausts. Equalling it means doing the same.

Fortunately, the early word is good. The previous model was AMG’s first real attempt at overhauling BMW’s M division in the handling department, and the hard work done to modify its chassis has been replicated the second time around.

It’ll also come in four bodystyles - saloon, estate, coupé and cabriolet - and power derivatives  - the entry-level 362bhp C 43, the standard 469bhp C 63 tested here, and a more expensive S-badged model with 503bhp.

The full-blown AMG models are more powerful than the BMW M3 although, starting at £62,180, they’re a little pricier, too. But now its time to see if the latest C 63 is worthy of wearing the AMG badge it adorns. Let’s begin.

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FERRARI 812 ( 2018 )

The Ferrari 812 Superfast is the latest super-GT car from Maranello, the newest in a long line of front-engined V12s, hence the ‘12’ in the title. It replaces the F12, which wasn’t exactly unsuperfast itself, what with its 730bhp and everything.

But now – and here comes the ‘8’ – peak power is up to 800 metric horsepower, or 789bhp, so if it wasn’t fast enough before, the chances are that it will be now. 

How much power, Raffaele de Simone, Ferrari’s chief test driver and lead engineer, is too much? “If you have control, it’s never enough,” he says.

Righto. Control, mind, was one of the things that the recent, limited-run F12tdf did not offer in quantities to match its 770bhp. The spiky, angry, hard-to-drive special edition felt like it made double that power when it arrived in doses so heady that they overwhelmed a chassis featuring a rear-steer system seemingly intended to confound both itself and its driver. 

Ferrari called that system a ‘virtual short wheelbase’ but, in effect, it did precisely the opposite. By steering the rear wheels in the same direction as the fronts it was adding stability – virtual length – to the tdf’s wheelbase, in an attempt, at which it would mostly fail, to tame a chassis that had been made deliberately unstable by fitting extremely wide front tyres.

Their grip and willingness to turn made the F12tdf feel extraordinarily agile for its size, but combined with the extra power, they also made it impossibly lively, but that was okay because it was a limited-run model only for those in both the club and the right mood. 


The Ferrari 812 Superfast – an untameable beast?


This new 812 Superfast, by way of contrast, is a regular production model, potentially driven by anyone, whatever their mood. So, naturally, it gets precisely the same tyre sizes as the tdf, the same rear-steer system, and even more horsepower. Gulp. 

But hold on. Here’s yer man de Simone again, telling me that the 812 Superfast is, in fact, easier to drive on the limit even than the F12.

Which is no bad thing. The tyres are regular Pirelli P Zeros, the rear-steer system has been honed and tweaked, and it now talks, along with the electronically controlled differential, the stability control and the drift control, to Ferrari’s first application of electrically assisted power steering, itself replacing a hydraulic set-up. It’s all damnably clever. 

Meantime, the rest of the news. This V12 engine’s block made its debut in the 6.0-litre Enzo of 2002. Since then it has grown in capacity and changed in internals and ancillaries and heads and so on, but the block casting itself remains precisely the same. It reached its maximum bore a while ago, but here, now, stroked out to 6.5 litres, it is as large in capacity as it can possibly be. 

Is it approaching the end of its era, then? Not a bit of it, says Ferrari. Yes, it now has a fuel injection system that operates at 350bar (up from 200) and a redline at 8900rpm, but there’s still more to come, apparently. Given that it’s a normally aspirated petrol engine with an already hyperefficient intake and exhaust cycle, that can only mean one thing: new materials that will let it spin faster, so in its next incarnation it should rev past 9000rpm, easily. I mentioned it’s a 6.5-litre V12, right? How wonderful. 

Getting acquainted to the 812 Superfast’s mechanicals
Obviously economy and emissions have to improve, too. The new cleaner injection system helps. So does the stop-start system cutting the engine when you’re decelerating past 5mph, although that does feel weird.

Peak power is at 8500rpm while peak torque of 530lb ft is at 7000rpm, so you suspect this V12 will thrive on revs. Still, 80 percent of torque can be had from 3500rpm. And let’s face it, when peak power is 789bhp, even half of that is a fair chunk. 

The V12 is mated to a seven-speed dual-clutch automatic gearbox, and because the ’box is at the back, it gives the 812 the same slight rearward weight bias – about 53 percent – as the F12 had before it. 

The body structure is largely unchanged from the F12, too. It’s different at the front to accommodate EPAS, not HPAS, and at the back to fit the rear-steer. But, some stiffening fabrication differences aside, it’s little altered. 

Still, 60kg did come out of the F12’s construction: through lighter electrics and plumbing, sound proofing and endless pressure on suppliers. But the stronger engine and rear-steer has put the lot back in again. So claimed weight stays at 1630kg (call it just over 1700kg on our scales, given that we tested an F12 at 1715kg). Which is a fair whack. 

It’s aggressive to look at. There are aerodynamic details aplenty to pore over, plus a vast open frontal grille, or “smile”, Ferrari calls it, which is to friendly smiles what eating your kids is to childminding. Inside there are two seats, a driver-centric instrument stack, a supplementary instrument binnacle for the passenger (very cool) and a bit of oddment storage. Behind all that is a hatch with a decent-sized but high-temperature boot. 



Unleashing the 812 Superfast’s ramping stallions


There’s apparently less soundproofing in the 812 than there was in the F12, but on start-up I doubt you’d tell. Ferrari people say they want to let in the good noises but not the bad ones, but the difference between volumes inside and outside the car is vast. From inside, the V12 barks and fizzes, but the overriding impression is one of a perfectly smooth – and razor-sharp – engine. From outside it sounds like the atmosphere is being cleaved in two. 

Engine response is fabulous. Oh, it’s tractable enough and you can leave the steering wheel dial in Wet or Sport and the gearbox in Auto and it’ll bimble about at low revs all day long, but you’ll be wasting everybody’s efforts if you do that.

When I tell you that the throttle map is slightly softer than a tdf’s, I might as well be telling you that tungsten is slightly easier to melt than carbon. It’s still more wickedly responsive than, by my reckoning, any other current production car’s engine. Lamborghini Aventador aside? Perhaps. But perhaps not. 

What that means is that the 812 is bafflingly, shockingly urgent; aggressive and hard but cultured and rounded. There is never a bum note or semiquaver played out of time. It is at once the most powerful series production Ferrari ever built, with a 7.9sec 0-124mph time, and yet also the smoothest engine you can imagine.

They used to say that when you bought a Ferrari you paid for the engine and got the rest of the car for free. I kinda get the gag, but obviously it’s a dreadful cliché. And it sells the chassis woefully short. 

Ah, the 812’s chassis. Now here’s a thing. One minute, there you are, telling everyone who’ll listen that 800 metric horsepower is utterly ridiculous in a road car, a complete waste of your and my time when, frankly, the 197bhp of a Toyota GT86 is perfectly enough to be getting on with.

And the next minute you’re shifting out of third at the 8900rpm limiter in an 812 Superfast and thinking you wouldn’t mind a jot if it was a 912 Extremelyfast. 

Because they’re right, you know, the 812 is an accessible car to drive quickly, up to and – after you’ve taken a few deep breaths, had a cup of tea and learnt to relax into its style – beyond its limits. 

The devil’s in the tuning, I’m sure. There are so many systems hooked up to an 812’s dynamics that it would be easy to get it wrong, to have a car that feels nothing like as natural and dependable as, say, a benchmark V12 front-engined handler like an Aston Martin V12 Vantage S or Vanquish S. But they’ve actually gone and done it, you know. They’ve made this thing quite brilliant – and feel relatively natural – to drive. 



Getting settled in the 812’s GT interior


The seat, steering wheel and pedal positions help, I’m sure. You can settle into an 812 easily.

Yes, it feels wide, because it is, and yes, the nose feels long, because it is, and yes, the rear three-quarter visibility is pretty poor. But it’s not intimidating. 

The steering is light, as ever, with the same ratio as the F12, so it’s around two turns lock-to-lock and, while that makes it feel nervy just off straight-ahead, after brief acclimatisation you learn to live with its energy.

There isn’t a vast level of feel, but there never was with Ferrari’s hydraulic system, either. What the steering does tell you is passed on in nudges and hints, so it’s better to release your grip on the wheel because the car appreciates smooth inputs. That way you can take it up to its limits without upsetting the balance of what is, let’s not forget, a relatively heavy car.

You wouldn’t know that from its capability, or from its agility, or from its carbon-ceramic brakes’ seemingly unstoppable stoppability, but weight there is. 

The gearshift is probably the finest dual-clutch in motordom. Its easily flicked, fixed paddles unleash the fastest upshifts and most quickly brapped downshifts in the business. They’re so fast that at the end of a straight – on road or track – you find yourself waiting longer to activate them, taking advantage of the smoothness of braking in a single gear, then grabbing them one after another quickly as you turn. 

Turn in ambitiously, at low speed, and the 812 can understeer a bit, but at faster speeds the rear-bias makes it neutral at least, lively at most. Then, on the way out of any corner, at any speed, 789bhp makes the rear move as much as you like – and when the Superfast slides, it does so quickly but controllably. 

The engine’s sharpness means it’s better to stay strong on the accelerator and wait for the vehicle speed to gently match the wheel speed, lest it slip clumsily back into line. Unlike with a turbo, there’s no engine hang when you lift-off to keep the rear tyres spinning which, I think, is a reason the mid-engined 488 GTB is even easier to mess around with than the 812 Superfast. 

But that the 812 Superfast is this easy at all is absurd. When it does slide, the steering wants less torque to countersteer than it does to add more lock. If you do it naturally you’ll hardly notice; if you don’t, it’ll help you out. 

Only once in a day’s driving, not long after I got into it, did the 812’s steering torque build up when I wasn’t expecting it, which is probably me clumsily acclimatising. After that it felt entirely natural. 

As for the interior, well it is minimalistic but lovingly put together, with all the mod-con screens contained within the driver’s instrument cluster. The seats are leather and carpets are part of the package, after which you enter the mind-boggling array of optional extras including numerous leather colours, stitching and carpet choices, through to deciding whether you want a racing or Daytona style seat and the finishes you want to apply.

The combinations are multiple and Ferrari also provides the opportunity to make the 812 that bit more special to you including the optional additions of a passenger display, a suit carrier, a fire extinguisher, a leather luggage set, or even a golf club carrier. All the furnishings that define this as a true GT car.

The rivals are few and far between, nonexistent at this performance level, and few feel this comfortable to push hard in. 

The 812 feels less natural, perhaps, than an Aston Vanquish S’s, which feels an altogether lazier, perhaps more analogue experience. 

Preferring a Vanquish to an 812 would be like taking a roll-top bath over a Jacuzzi: there are reasons why you would, but technologically and experientially, the Superfast offers more. 

More than anything else in this class? No doubt, although “nothing is ever perfect,” says de Simone. That’s true, but no other super-GT car has yet come this close. 

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The 2018 Mercedes-AMG GT

The 2018 Mercedes-AMG GT performs brilliantly on any kind of pavement, making it one of our favorite modern sports cars.

The 2018 Mercedes-Benz AMG GT is a firebrand for the luxury brand, and a serious contender among the world's sports cars, supercars—even race cars.

This year, Mercedes fleshes out the range even further, which begins with the touring-oriented AMG GT and works its way through GT S, GT C, and track-ready GT R variants. GT and GT C versions are even available as convertibles—just the ticket for high-speed, al fresco ‘bahn burning. We’re big fans of the AMG GT lineup, even if they force considerably daily driver compromises in their quest to deliver the highest level of performance available behind Mercedes’ signature three-pointed star.

All AMG GTs use a 4.0-liter twin-turbo V-8 engine, rated from 469 to 585 horsepower that sends power rearward via a 7-speed dual-clutch transaxle. Even the slowest of the pack sprints to 60 mph in under four seconds, but numbers aren’t the main draw here. The AMG GT delivers the kind of pure driving experience we’ve not seen from a Mercedes-Benz in decades. Even the roughly $112,000 base GT is a raw, but refined corner carver loaded with racing-derived technology.

The AMG GT’s V-8 is mounted behind the front axle, which delivers a 47/53 front/rear weight split. Power makes its way to the transaxle via a massive carbon fiber “torque tube.” Once back there, a true locking differential rapidly sends grunt where it is needed and rear-axle steering on some variants helps these sports cars feel planted on even the most demanding course. Depending on the model, up to five driving modes including a custom-tailored Individual setting let the AMG GT either lope around in town or scream to its maximum potential on a closed course.

What really sets the AMG GT apart, however, is its hydraulic power steering. Rivals have largely adopted electric steering. Even the best systems—we’re looking at the Porsche 911—don’t quite compare to the natural feel delivered through the GT’s thick-rimmed, leather-wrapped tiller.

The AMG GT looks the part, too. Its exceptionally long hood gives way to a curvy, surprisingly upright and short windshield. The roofline tapers into a hatchback with a pair of squinting taillights—perhaps the only view some sports cars will ever see. The droptop is just divine, too, especially when its cloth roof is specified in a muted color rather than the “default” black canvas.


2018 Mercedes-Benz AMG GT
Performance

The 2018 Mercedes-AMG GT might not have the gravitas of the division’s first go-around—the SLS—but this one’s for drivers and drivers alone. We’ve rated this diverse lineup a full 10 out of 10, which is an easy number to reach once you’ve considered its underhood muscle, the tenacity of its handling, the directness of its steering, its compliant ride, and its ability to transform from daily driver to track star at the twist of a control knob. (Read more about how we rate cars.)

At the heart of all versions of the AMG GT lies a 4.0-liter twin-turbo V-8 that sends power rearward via a 7-speed dual-clutch automatic transaxle tied to a pair of delectable paddle shift levers. Placed behind the axle and low into the car’s aluminum space frame, the V-8 ‘s location helps improve the AMG GT’s balance. Base AMG GTs make 469 horsepower, but the 465 pound-feet torque that rolls on just after idle is this engine’s MVP. A guttural snarl through the GT’s sports exhaust further enhances the experience .


Step up to the AMG GT S and power increases to 515 hp and 494 lb-ft, substantial but not exactly earth-shattering figures. Performance is, predictably, a bit more rapid. The bigger change is the inclusion of an adjustable sports suspension to replace the trick Multimatic struts found in the base GT. Comfort mode is softer than the standard GT, while Sport firms things up with little reduction in quality.

The AMG GT C’s 550 hp and 502 lb-ft makes it the master of nearly any road and it adds rear-axle steering that both aids straight-line stability and makes these coupes and convertibles feel even more nimble on a winding country road.

The AMG GT R tops the lineup. Its story goes far beyond the 577 hp and 516 lb-ft of torque rating made possible by upsized turbos. Here, you’ll find the sharpest suspension of the group with universal ball joints that replace control arm bushings in the lower rear wishbones. Even pushed to the limit, they don’t give in. That’s to the detriment of ride quality, but who cares? It means that road feedback through the steering wheel, already an AMG GT asset, is amplified.

A yellow knob sprouting out of the dashboard gives the driver a staggering nine traction control modes to pick from—and that’s not including the five drive modes accessed via a separate knob.

But don’t think that the AMG GT R is the only way to have a pure, honest, driving experience. We hold the AMG GT close to our hearts for its relative simplicity and delightfully analog feel. Then again, the rear-wheel steering that’s on GT Cs is a game-changer, albeit one that comes with a hefty price tag.

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Mercedes-AMG CLS 63

Mercedes-AMG CLS 63

Although we’re generally remarkably impressed with the inherent efficiency of modern forced-induction motor, why is it that we welcome the 5.5-litre, twin-turbocharged motor in the CLS 63 S with a mild sense of trepidation? 

Mainly because we’ve been so won over by the depth of character and performance of the naturally aspirated 6.2-litre V8 it replaces. However, this engine not only has more grunt than the 6.2-litre V8 but is also 32 percent more efficient.

And in no installation does it make more sense than in the CLS. We already know the four-dour coupé to be excellent luxury transport or for those craving extra practicality a shooting brake, and as a sort of high-end enthusiast’s limo it can justify having 576bhp better than most other Mercedes. 

But there’s no point to having such extravagant outputs – or an equally extravagent price – if it’s not sensationally entertaining, as well as civilised executive transport. And that’s not an easily achieved compromise.

In 2014, the Mercedes-Benz CLS was given a facelift, which largely was condensed to a new front grille, bumper and headlights, while the inside was given a light sprucing up. The CLS 63 S gained a wet clutch version of its seven-speed automatic as AMG seeked faster shifting to help unlock its performance potential.

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Mercedes Benz G63 AMG

Mercedes Benz G63 AMG

The Mercedes-AMG G 63 replaces the old supercharged G 55 as the most powerful, quickest and most expensive version of the venerable G-Class 4x4 available in the UK.


Joining the six-cylinder diesel G 350 Bluetec in a revamped G-Class range that boasts higher levels of luxury than ever inside, the G 63 is powered by AMG’s latest twin-turbocharged 5.5-litre V8, whose 563bhp and 561lb ft of torque are sufficient to propel this 2.5-tonne brick from 0-62mph in a startling 5.4sec. Although these are startling figures, it is a great shame that the UK misses out on the 4.0-litre V8 and 6.0-litre V12 iterations of the AMG G-Class found elsewhere in the world, something which Mercedes-AMG don't seem keen to rectify for the 2018 edition.

The V8 is mated to an equally modern AMG Speedshift seven-speed automatic transmission with a stop-start function and a choice of three modes.

This powertrain means that while the G 63 is the quickest G-Class in its history, it is also more economical than its thirsty predecessor and emits less CO2 – although figures of 20.5mpg combined and 322g/km hardly qualify the G 63 as being eco-friendly.

While it’s instantly recognisable as the ruggedly rectilinear Geländewagen that has been around for more than three decades, the G 63 can be distinguished from lesser models by a unique radiator grille and front bumper, flared wheel arches, stainless steel running boards, a macho side-exit sports exhaust system and big alloys. It is also the subject of other mental AMG projects, most notably the Mercedes-AMG G 63 6x6.

Inside, the G 63 now features a more modern dashboard with a new instrument cluster and centre console, as well as a more generous standard equipment level than its predecessor. But despite the unashamed luxuriousness of its cabin, the G 63 remains a potential go-anywhere vehicle, featuring three differential locks and a low-range transfer box for serious off-roading.

As for equipment levels there are three choices - the standard G 63 trim, Colour Edition and Edition 463. The normal G 63 comes with all the bravado AMG like to instill on its creations, notably the 20in alloys, chrome quad side exhausts, red brake calipers and stainless steel side sills, while inside gains climate control, a leather upholstery, a Harman & Kardon sound system and Mercede's Comand infotainment system. The Colour Editions merely give buyers the choice of five rather garish colour combinations - Tomato Red, Alien Green, Galactic Beam, Solar Beam and Sunset Beam.

The range-topping Edition 463 model gains numerous additional luxuries including, 21in alloy wheels, stainless steel under engine guard, headlight protectors, rear TV screens and tuner, two-tone leather seats, a heated windscreen and driving aids - blind spot assistance and adaptive cruise control. All of which adds more luxury and rugged toughness to the exterior.

Despite the way it looks on the outside, the G 63 is anything but a utilitarian vehicle on the inside. High-quality leather covers most surfaces, including the cliff face of a dashboard, and it’s even ruched in the door panels. All of the technology you'd expect to find in any other Mercedes-AMG products is present and correct in the G 63 too, including a Comand Online multimedia system with a seven-inch colour screen perched in the middle of the dash.

Most of the switchgear is familiar Mercedes fare, too – the exceptions being the trio of diff lock buttons high up on the centre console and a low-range selector button lower down. The lofty driving position is quite upright, but it’s very comfortable and roomy up front (although rear legroom isn't exactly generous); you're a lot less likely to crack your elbow against the door than in a Land Rover Defender.

That comfort continues when the car is rolling. Despite its old-school rigid axles, the G 63’s ride is compliant and reasonably well controlled and refinement is commendable for this type of vehicle.

There’s a fair bit of body roll in corners and the quaint old recirculating ball steering is low-geared enough to keep the driver quite busy at times, but in general the G 63 is better mannered than you might expect, albeit no Porsche Cayenne or Bentley Bentayga. And unlike the gargantuan seven-seat GLS, the G-Class isn’t so wide that feels out of place on an average British road.

One source of noise that is always welcome, of course, is that big twin-turbo V8 and the bellow that emerges from the naughty side-exit exhausts whenever you stir the throttle.

Once you’ve overcome a moment of initial inertia, the G 63 accelerates with the same inexorable force as a Bentley. Put it this way: its swollen performance is more than adequate for a vehicle like this, and easily accessed. You can even change gears manually via paddle shifters if you want.

Objectively, you’d have to say that paying £133,000 or more for a vehicle like this is completely bonkers; any number of other, more modern luxury SUVs will do a better job for less money, namely the Range Rover Sport SVR, Audi SQ7 or Porsche Cayenne Turbo. But subjectively, the appeal of its thumping V8 performance and its ‘old on the outside, new on the inside’ design is as clear as that of a contemporary apartment in a converted warehouse.


The G 63 may be an esoteric choice that probably has even less right to still exist than the G 55 before it, but it is charming, distinctive and likeable all the same.

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Jeep Grand Cherokee SRT8

TESTED Jeep Grand Cherokee SRT8.

WHAT IS IT? High-performance sport utility.

HOW MUCH? $40,725 base for 2008; $45,690 for ’07 model as tested with $1,645 navigation system and backup camera; $2,095 SRT Option Group 1 (Sirius Satellite Radio, remote engine starter, power-adjustable pedals, rear parking assist, rain-sensitive wipers; heated front seats); $800 sunroof and $225 Red Rock Crystal Pearl paint.

WHAT’S UNDER THE HOOD? 6.1-liter Hemi V-8 (420 horsepower, 420 pound-feet) with five-speed automatic transmission.

IS IT THIRSTY? With an E.P.A. rating of 11 m.p.g. city and 14 highway, the SRT8 has a serious drinking problem. (Overall mileage as tested: 9.9 m.p.g.)

YOU may have heard about Chrysler’s new lifetime warranty. Buy a Chrysler, Dodge or Jeep and the powertrain warranty remains in effect for as long as you keep the vehicle. I’m already looking forward to stories in 2038 about geezers tooling around in 2008 Jeeps that are road-going ships of Theseus, on their fourth engine and fifth transmission yet still under warranty.

If I had an infant, I’d be sorely tempted to buy a Wrangler, put it in the baby’s name, then feel incredibly smug 16 years hence when the family’s high-school beater is still under warranty. Maybe I’d buy a homely Compass, too, just to keep as a threat.

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But read the fine print of the End Times Warranty and you’ll see that not all Jeeps are eligible; the Grand Cherokee SRT8 makes do with a three-year or 36,000-mile warranty.

At first I thought that strange — the SRT8 is a Jeep with absolutely no off-road pretensions, and therefore no chance of getting a tree stump through the transfer case. But once I got behind the wheel I realized that each shiny SRT8 you see on the street has probably been subjected to mechanical savagery to make, by comparison, the most dented and mud-spattered Wrangler Rubicon seem as benignly chauffeured as the Popemobile.

What’s the line about absolute power corrupting absolutely? Well, if you are the slightest power-hungry the SRT8 corrupts your driving style because you’re constantly tempted to put the spurs to the animal under the hood, a 420-horsepower Hemi V-8 that emits a thunderous bellow from twin four-inch exhaust tips.

While every other recipient of this motor has rear drive and is thus traction-challenged off the line, the Jeep has all-wheel drive. Floor the throttle and the rear tires scratch the pavement for a moment before power is ushered to the front and 4,819 pounds of S.U.V. leap forward like a goosed hippopotamus. Jeep says the SRT8 will zip from a stop to 60 miles an hour in less than 5 seconds — even in the rain.

Members of Chrysler’s Street and Racing Technology group didn’t go home once they’d bolted their signature motor under the Grand Cherokee’s hood. For instance, I can confidently declare, without so much as a Google search, that this is the first Jeep to employ Italian brakes — four-piston aluminum calipers from the house of Brembo, squeezing front rotors that are larger than the entire wheels of a Chevy Aveo LS. (Even the rear discs, at 13.8 inches, dwarf a Corvette’s front rotors.)

The SRT8’s wheels are 20 inches of forged aluminum wrapped with Z-rated Goodyear Eagle RS-A tires, 255-width up front and chunky 285s on the rear. Lest we forget this is a truck, those rear wheels are bolted to a heavy-duty Dana 44 solid axle, an item so cherished by off-road aficionados that you can buy sterling silver earrings cast in the likeness of its differential cover. Just the thing for the little lady who appreciates a sturdy ring and pinion.

The SRT8 puts up big numbers, but it’s like a hockey goon — all brute strength and no finesse. Those heavy brakes, wheels and rear axle thud crudely over bumps. Directional changes are effected with all the lithesome agility of a sinking tugboat. But when you point it straight and bury the throttle, you experience Porsche Cayenne Turbo performance for about half the money.

Did I say all was forgiven? The fuel consumption qualifies as unforgivable. I averaged 9.9 m.p.g., mostly in urban driving. Now I may have driven as though I had a trunk full of moonshine and federal agents on my tail, but the Grand Cherokee SRT8 brings to mind the old chestnut: if you left it running at the pump, would it ever fill up?

But I doubt that many people are racking up big mileage commuting in Grand Cherokee SRT8s. This is a special vehicle, an occasional toy in the vein of a Porsche or Corvette. I had valets complement it and park it next to their booth. The SRT8 strikes me as the kind of oddball limited-edition performance machine that will inspire a cult of people who will cherish its strange talents for years, long after its thirsty V-8 is out of style — and out of warranty.

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