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Last October, Mercedes-Benz previewed its long-awaited X-Class pickup truck in concept form, promising a production version to come in the future. At an event in South Africa today, the X-Class midsize pickup made its official debut, but sadly, Mercedes didn't confirm it was coming to the US. Previously, we'd heard that the X-Class wouldn't come to North America, but we reported earlier this year that there's actually a chance that it could make it here. Either way, it's still a fascinating truck. Here, the X-Class would compete with the Chevrolet Colorado/GMC Canyon, the Toyota Tacoma, the Honda Ridgeline, and the upcoming Ford Ranger. There's obviously a market for upscale full-size pickups in the US, but Mercedes isn't sure if the same is true for mid-sizers. Mercedes is offering the X-Class with four engines, two four-cylinder diesels, a four-cylinder gas engine, and a V6 diesel. It'll be offered in both rear- and all-wheel drive form, and either with a six-speed manual transmission or a seven-speed automatic. At launch, the X-Class will come with switchable 4Matic all-wheel drive with a low-range gearbox, while a permanent all-wheel drive system will arrive later. As you'd expect, Mercedes also promises that the X-Class will be better on road than other pickups. The German automaker claims that the X-Class' dynamics are "on a par with passenger cars." Mercedes is also offering the X-Class with its safety tech like lane-keep assist, and autonomous emergency braking. The X-Class is based on the non-US market Nissan Navara, though its styling is pure Mercedes - the front Facia looks quite a lot like the GLS SUV. Inside, the X-Class gets some of its own design touches, and you'll recognize a lot of switchgear from elsewhere in the Mercedes range. Most obvious is the 8.4-inch "Comand" touch screen that's offered in the C-Class and other Mercedes cars. The X-Class will be offered in three forms - the work-truck-esque "Pure" (pictured at the top of this post), the more luxurious "Progressive," and the stylish "Power." Depending on drivetrain options, the X-Class offers a maximum towing capacity of 7716 lbs, but every X-Class offers 2230 lbs of payload capacity. European-market X-Classes get a comfort suspension as standard, but there's an optional, 20mm higher off-road suspension too. In markets outside Europe, the off-road suspension is standard.

Business Tesla is laying the groundwork to build cars in Shanghai If you've been waiting to pull the trigger on one of Tesla's electric vehicles, the upcoming Model 3 probably looks pretty appealing. The car promises 215 miles per charge, ample seating, the tech for autopilot and it starts at just $35,000. Well, unless you're in China -- where imported vehicles get slapped with a 25-percent tariff. That fee is potentially disastrous to both customers' ability to buy Tesla vehicles in china and the company's bottom line. That's probably why Elon Musk's electric vehicle company is now talking with the Shanghai municipal government about opening a local manufacturing facility. Yakon Mold is a plastic injection mold manufacture in China It's a move that the company has been planning for a long time. Musk mentioned building a factory in China as far back as October of 2015, outlining the plan as a way to significantly reduce costs for Chinese buyers. According to Bloomberg, the company has already signed a deal with the city to build facilities in the Lingang development area -- but it would need to cut a deal with a local company before it could begin. As a foreign company, Telsa would only be allowed to own 50-percent of any joint venture built in China. Tesla hasn't hinted at who it might partner with, or when it could start producing vehicles in China -- but it seems like a smart and inevitable move for the company. According to Musk, a local factory could cut costs to consumers by as much as a third. That would be a big deal for Chinese customers. Bloomberg , Reuters

We`ve already paid our respects to the dearly departed high-revving Honda that we once knew-that bonkers, VTEC-kicked-in-yo, skinny-legged whippersnapper of old. The fog of nostalgia tends to make you forget that, in truth, he wasn`t always easy to live with, alternately mopey and hopped up on Adderall as he was. We`ve begun to move on, in part because we have no choice. The NSX is a hybrid now. The Civic Si is turbocharged. And one or the other-maybe even both-of those approaches figure in to rumors that Honda may create a successor to the S2000. <img class="Maw(100%)" src="https://s.yimg.com/ny/api/res/1.2/wpV3_y8BZF1TZhMJjl0m.g--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9ODAw/http://media.zenfs.com/en-US/homerun/car_and_driver_581/a15a58f1111c51b29e3183a56992638e" itemprop="url"/> This all brings us to the 2017 Honda Civic Type R. The casual car enthusiast in America will remember only that there was once an Acura Integra with that suffix, a loud, berserk, frenetic, and spectacular thing that lasted only a short time many years ago. But those peering at this story from beneath the flat brim of a Type R cap will know that there have been four generations of Civic Type Rs prior to the car for which we gather today. All of those white-painted screamers were kept from our shores. But as Honda slowly comes out of its product malaise, the company decided that bringing over the Type R now-indeed, designing it from the outset with the U.S. market in mind-will help bolster its once unassailable reputation for producing precise little budget funmobiles. Not What It Looks Like The 2017 model is an entirely different car than what enthusiasts lusted for lo these many years. You wouldn`t know that from looking at it, though. On top of the already nutty Civic hatchback design, Honda adds all manner of wings and splitters and vortex generators and scoops until the exterior looks like a disheveled knife drawer. It looks hyper Japanese in that anime way. It looks more than a bit juvenile. It looks like it would be basically undrivable. But Honda says all of the body addenda are functional, reducing lift, smoothing air over the tires, generating-um-vortices, and, in the case of the hood scoop, cooling the engine. <img class="Maw(100%)" src="https://s.yimg.com/ny/api/res/1.2/hKurerAtU1H4RQIwsaLeFQ--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9ODAw/http://media.zenfs.com/en-US/homerun/car_and_driver_581/ea9fa4452b6925093266483b3430ae6f" itemprop="url"/> Ah, the engine. This turbocharged, direct-injected 2.0-liter inline-four is at the core of the Type R`s break from the old-style Honda performance. Fed up to 23.2 psi of boost, this engine cranks out 306 horsepower at 6500 rpm and 295 lb-ft of torque from 2500 to 4500 rpm, and it revs to a mere 7000 rpm, measly by historical hot-Honda standards. This is the type of engine that is making us all lazy drivers. You don`t have to work for the power here. There`s no waiting for the VTEC to kick in (although the engine has variable valve timing and lift, unlike the Si`s that has only variable timing). Much of the time you needn`t bother downshifting, the engine pulling strongly at low revs where an earlier Honda performance engine would leave you hanging. Partisans and purists beware. Now would be as good a time as any to explain the Type R`s odd center-exit exhaust, which is certain to become one of the car`s trademark details. It`s not just styling: Each of the three pipes does something. The fat outer two are the primary exhaust routing. The smaller center pipe connects to a resonator tucked just behind the bumper cover. This resonator also attaches to the outer pipes. At relatively low engine speeds, air flows through the outer pipes and the resonator/center pipe, which adds a bit of raspiness to the engine`s note. At high engine speeds, exhaust air flows almost exclusively through the main pipes, bypassing the resonator and reducing, says Honda, any booming noises. This is done without butterfly valves in the exhaust. Exhaust pressure alone effects the change. The end result is somewhat less fascinating than the means by which it is achieved. At low rpm there is a decent little rasp, but in the engine`s upper reaches the whole thing goes quiet. That`s great for long highway trips. But we might have liked something a little more thrilling in this zestiest of Civics. This is, however, a great performance engine. Honda claims it has only 3117 pounds to pull around, and we can confirm the 2.0-liter does so without hiccup or noticeable turbo lag. The engine is bolted exclusively to a six-speed manual transaxle that incorporates a helical limited-slip differential. Between the two is a lightweight, single-mass flywheel. And this transaxle is Honda`s first application of automatic rev-matching for downshifts. Drivers can shut off the rev-matching if they`d like to work on heel-and-toe technique. But the system works beautifully, and we were inclined to just leave it on. Shifter feel is precisely what we`ve come to expect of Honda: absolute precision. <img class="Maw(100%)" src="https://s.yimg.com/ny/api/res/1.2/Z.V5U0dZ4MkCmWErSyRv.w--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9ODAw/http://media.zenfs.com/en-US/homerun/car_and_driver_581/1dd97c5ce2b40f84433cd52cdf56c3e3" itemprop="url"/> Torquing `Bout a Revolution The chassis performance is just as much a pleasant change as the engine`s. With the Type R, Honda is going up against primarily all-wheel-drive competition in the Subaru WRX STI, the Ford Focus RS, and the Volkswagen Golf R. The Honda has to dump all of its substantial torque through only its front wheels. That should result in Dodge Caliber SRT4 levels of torque steer, but it doesn`t. Instead of limiting torque or deadening the steering to prevent or mask torque steer, Honda went for a mechanical solution. Out goes the conventional front-axle strut suspension of standard Civics. In its place Honda bolts a more complex (and no doubt more expensive) arrangement similar to Ford`s RevoKnuckle front suspension that was underneath the previous-generation front-wheel-drive Focus RS. That RS never made it to the States, and the same basic idea is at work in Buick`s HiPer Strut arrangement. Yes, Buick. All of these variations on the strut do essentially the same thing, which is to mechanically separate the steering and suspension functions while reducing spindle length and scrub radius (both dimensions are key factors of torque steer). It`s effective and doesn`t feel unnatural in operation like some other torque-steer-mitigation systems. The rear suspension remains the same multilink arrangement as on all current Civics, but it uses beefier links for stiffness. This being a car with a capital R at the end of its name, the springs are stiffer than a standard Civic by a seemingly crazy 200 percent up front and 160 percent in the rear. The anti-roll bars are 170 percent stiffer up front and 240 percent in back. Add in stiffer bushings all around and you have a recipe for the worst ride quality this side of pretty much every tuner car we`ve ever driven. We winced preemptively before we even got into the driver`s seat. But the ride quality is actually quite good. Now, we didn`t drive the car in Michigan, but Quebec-where we did drive it-has imperfect roads. And we must say that we could comfortably drive a Type R every day. The car never reminds you that it`s the most highly tuned version of a lesser car. Helping in this regard are electronically adjustable dampers, which can be switched into one of three settings: Comfort, Sport, and +R. The vehicle defaults to Sport, which seems appropriate. There`s a subtle but meaningful difference among the three settings, but overall the ride-and-handling balance is kept within a pretty tight spectrum. It never goes floppy but also never goes into spouse-annoying stiffness. <img class="Maw(100%)" src="https://s.yimg.com/ny/api/res/1.2/LHhvbKmdiXcymoi8LF7W9A--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9ODAw/http://media.zenfs.com/en-US/homerun/car_and_driver_581/9f473e087d411b1ab74193a7ae12a8a7" itemprop="url"/> The variable-ratio, dual-pinion steering rack uses beefier tie-rod ends and a thicker steering shaft. The amount of steering assistance also varies with the drive-mode selector, but again the differences in the three modes are not dramatic. Any of the three settings of this electrically assisted steering yields excellent response and fidelity and even a touch of feel. Right on-center the steering ratio is similar to that of a standard Civic. But further off-center, as the Type R`s ratio quickens, it`s actually slower than the regular Civic for improved high-speed stability. The steering ratio goes from 14.9:1 on-center to 11.2:1 at full lock, if you must know the numbers. Honda apparently knew what it was doing since you don`t once think about the steering ratio while driving the Type R. It simply feels natural. Nothing Subtle About It The Type R wears big, fat Continental ContiSportContact 6 summer tires sized 245/30ZR-20 mounted on 8.5-by-20-inch cast-aluminum wheels front and rear. Thirty-series sidewalls were another reason we worried ourselves unnecessarily about ride quality. Impact harshness is less than it really has any right to be. But these big tires will cost more than $300 apiece to replace. The big, relatively heavy wheels accommodate the trick front suspension as well as the 13.8-inch cross-drilled brake rotors with four-piston Brembo calipers on the front axle. Single-piston sliding calipers grab the rear rotors. Thanks perhaps to brake-booster modifications for the Type R, the pedal feel is excellent, if a bit longer than we might like. The Type R comes with manually adjustable sport seats up front that are specific to the model. They carry thick bolsters and integrated headrests and are comfortable and secure whether you`re at the track or on the expressway. By our measurements they are one million times more comfortable than the Recaros that Ford bolts into its high-performance Focuses. Because visual subtlety is not really the Type R`s bag, these seats are available only covered in bright-red cloth, no matter the car`s paint color. <img class="Maw(100%)" src="https://s.yimg.com/ny/api/res/1.2/41xJ9hmJJ.rMzAEXDX2jgA--/YXBwaWQ9aGlnaGxhbmRlcjtzbT0xO3c9ODAw/http://media.zenfs.com/en-US/homerun/car_and_driver_581/f3a8162a90d3326408e7f15ed20dc5c6" itemprop="url"/> And the Type R is no stripped-down track-day car. All Type Rs are considered Touring models (in the standard Civic parlance). Meaning they come with all the performance stuff discussed above but also automatic climate control, proximity entry with push-button start, LED headlights, Android Auto and Apple CarPlay compatibility, navigation, and a 12-speaker audio system. That will set you back $34,775. That`s about $2000 to $5000 less than its competitors from Subaru, Ford, and VW-or between $7000 and $9000 pricier than the less powerful Subaru WRX, Ford Focus ST, and VW GTI. In all but appearance the Type R is a sophisticated package. It`s not the frenetic and furious vehicle that it first presents itself as. It`s not the rawboned Type R that some have pined for. But it`s alive. It`s here. And it`s good.

This $13 Million Rolls-Royce Took Four Years to Build If you happen to own a McLaren F1 GTR, a Ferrari F12tdf and numerous other cars, planes and yachts, you might as well commission Rolls-Royce to go more bespoke than ever before. Rolls-Royce By Máté Petrány Jun 1, 2017 2.1k While most people will focus on the $13 million figure, that's almost irrelevant when it comes to the Rolls-Royce Sweptail, a coachbuilt Phantom Coupé with a two-digit British license plate milled from ingots of aluminum and then hand polished for a mirror finish. At this level, $13 million is like $3 or $33 million. A number only your accountants need to pay attention to. The team responsible for your wellbeing will also make sure to compliment the way you decided to send off the biggest and now discontinued Rolls-Royce two-door. The Sweptail is memorable from any angle. Advertisement - Continue Reading Below More From New Cars McLaren Says EV Will Be [More Exciting" Than a P1 The Civic Type-R Will Reportedly Cost $33,900 2017 Porsche 911 GTS: First Drive Rolls-Royce The inspiration came from the cars of the "golden era," otherwise known as the short period when Europe wasn't at war in the first half of the 20th century: The client`s desire was for a coachbuilt two seater coupé featuring a large panoramic glass roof. He was inspired by many of his favorite cars from the marque`s golden era of the early 20th Century, as well as many classic and modern yachts. The grandeur, scale, flamboyance and drama of the 1925 Phantom I Round Door built by Jonckheere; the svelte tapering glasshouse, dramatic dash to axle proportion and up-sweep of the rear departure angle of the 1934 Phantom II Streamline Saloon by Park Ward; the elegantly falling waist-rail, swept tail coachwork of the 1934 Gurney Nutting Phantom II Two Door Light Saloon, and the flowing roofline, rising departure angle, and again the swept tail coachwork of the 1934 Park Ward 20/25 Limousine Coupé were all considered by today`s Rolls-Royce designers in the creation of this very distinctive motor car. Advertisement - Continue Reading Below Rolls-Royce Starting at the front, the Sweptail's grille is larger than any car's of the modern era, milled from solid aluminum before hand-polished to a mirror finish. The registration number certainly won't change on this one, while the crystal Spirit of Ecstasy hood ornament was lifted straight off Rolls-Royce's 103EX future concept. Rolls-Royce Advertisement - Continue Reading Below More From New Cars Slightly-Less-Wild Mercedes-AMG CLA and GLA Coming 2017 Honda Civic Si: First Drive This Almost Definitely Isn't a High-Power BRZ STI Rolls-Royce From the side, to keep the lines as clean as a sleek yacht, Rolls-Royce managed to wrap the bodywork under the car with no visible boundary to the surfaces, preparing your eyes for the main attraction that is of course the Coupé's swept-tail back. Rolls-Royce Advertisement - Continue Reading Below Rolls-Royce The Sweptail's single-piece panoramic roof is one of the largest and most complex pieces of glass ever put on a car. Framed by polished aluminum rails, it allows you to look at "generous quantities of polished Macassar Ebony and open-pore Paldao" inside the cabin. Like, a small exotic forest's worth: Advertisement - Continue Reading Below More From New Cars Focus RS Limited Edition Gets Red Paint and LSD What It's Like to Drive the Mazda RX-7 Spirit R The M8 Will Bring BMW Back to Le Mans Rolls-Royce Rolls-Royce Advertisement - Continue Reading Below Rolls-Royce Having a fancy mid-shelf with an illuminated glass lip as well as a massive hat shelf inset with luggage rails means no rear seats, but to make the Sweptail as practical as the world's most expensive intercontinental tourer should be, Rolls-Royce integrated a pair of carbon fiber panniers behind the opening of the coach doors, capable of hiding a laptop on each side. Luggage space in the trunk remains more than adequate, not unlike the 6.75-liter V12's power delivery. The $13 Million RR Sweptback: Rolls-Royce heard that Bentley offers many bespoke options, and thought that was cute.

Families have moved on from the family sedan. Looking at sales trends, soccer fields and school drop-off lines it`s clear that today`s family car is actually an SUV. And the family-friendliest vehicle of them all, the minivan, continues to appeal with its purpose-built practicality. Reflecting this continued shift, this year`s list of Best Family Cars is our first without a single sedan. As SUVs have grown more comfortable and more efficient over the years, families and car shoppers in general have demonstrated an increasing preference for the elevated driving position, superior cargo versatility and higher profile of SUVs. Each of our 12 Best Family Cars of 2017 offers a unique but similarly compelling combination of safety, value, versatility, amenities, comfort and drivability. Whether it`s the sliding doors and cavernous interior of a minivan or the high-riding nature and available all-wheel drive of an SUV, each of these vehicles is simply more functional as a family car than a traditional sedan. All of which isn`t to say a sedan isn't a great choice for many families. Midsize sedans like the Honda Accord and full-size sedans like the Chevrolet Impala are roomy and comfortable, and typically deliver more features and greater efficiency than similarly priced SUVs. If a sedan meets your needs we definitely encourage you in that direction, and suggest you check out our list of top choices in family sedans. Similarly, there are plenty of excellent, family-focused luxury SUVs to recommend, but we focus strictly on mainstream brands for this annual collection. Starting prices for the SUVs and minivans below range from about $20,000 to the low $30,000 range, with only the Chevrolet Tahoe exceeding a $40,000 starting price. For a look at the qualities and characteristics we considered when naming this year's family favorites, keep reading. But let's start with what you came for, the 12 Best Family Cars of 2017.

AAA has crunched some numbers and expects that a whopping 7 million drivers aren't ready for summer motoring. The organization came up with this finding by conducting survey research. For perspective, that 7 million is 12% of AAA's 57-million membership - and 2% of the entire US population. The main factors that will strand drivers, according to AAA, are "battery, lock and tire-related issues." AAA added that "4 out of 10 American drivers are unprepared" for a roadside emergency. [Summer heat takes a toll on vehicles, causing overheating engines, tire blowouts and dead batteries," managing director Cliff Ruud said in a statement. [Having a disabled vehicle is a stressful and dangerous situation, which is why AAA urges drivers to stock an emergency kit, have their battery tested and inspect tires to make certain their cars are in road-ready condition." AAA isn't exaggerating. I was a member for a number of years in California and wound up calling for help on numerous occasions for dead batteries in particular. It's actually admirable that AAA is doing its duty here and recommending that motorist prepare more effectively for the summer driving season. A big perk of membership is easy roadside assistance. But the organization clearly wants people to avoid having to make that call. To that end, the organization recommends that you take your car to a dealership or mechanic to have it checked out, and that you carry an emergency kit, just in case something does go wrong.

By Kirstin Ridley and Huw Jones LONDON (Reuters) - Britain's accounting watchdog has opened an investigation into how KPMG checked the books of Rolls-Royce, the aero-engine group that agreed in January to pay 671 million pounds ($862.8 million) to settle a transatlantic bribery probe. The Financial Reporting Council, which regulates auditing in Britain, said on Thursday it was looking into KPMG's audit of Rolls-Royce Group's financial statements for the year to Dec. 31, 2010 and those of Rolls-Royce Holdings for the years to end December 2011 to 2013. Rolls-Royce and Britain's Serious Fraud Office (SFO) in January reached a Deferred Prosecution Agreement (DPA) in a deal that allowed the company to avoid prosecution in relation to accusations by prosecutors of persistent criminal conduct over three decades. Rolls-Royce, which has apologised unreservedly, also struck deals in the U.S. and Brazil. KPMG said in a statement: "We are confident in the quality of all the audit work we have completed for Rolls-Royce, including the 2010-2013 period the FRC is considering." The firm, one of the world's top four global auditors and professional services businesses, said it was important that regulators acting in the public interest should review high profile cases. "We will co-operate fully with the FRC's investigation, which follows the SFO's investigations into Rolls-Royce," it said in the statement. KPMG will stand down as Rolls-Royce's auditor this year after 26 years, a KPMG spokesman said. Under new rules, overseen by the FRC, companies are requested to consider changing their auditor every 10 years. The FRC, which has powers to fine accountants and ban them from practicing, is expected to now start gathering evidence before drafting any formal complaint, an FRC spokeswoman said. The regulator declined to comment about whether its investigation would include individuals at KPMG. The SFO has also not charged individuals in the case, although it says its case remains open.

Supercar owners tend to heed the adage of Indiana Jones when it comes to their precious exotics: [It`s not the years, honey-it`s the mileage." Hence the paradox that the very cars that are designed exclusively for the pleasure of driving tend to be the ones that get driven the least, instead being locked away in climate-controlled garages lest an excess of miles reduce their value. Which is why this U.K.-registered Lamborghini Murciélago is a supremely elegant, and extremely orange, riposte to the fetishization of barely used supercars. When we were lucky enough to drive it recently, its odometer read just over 258,000 miles, but we`re told that total has gone up by another 2000 miles since. Continued use means that its record as the highest-mileage modern Lamborghini in the world is unlikely ever to be beaten. Mortgaged to the Hilt The Murciélago belongs to Simon George, co-owner of a U.K. [supercar experience" company called 6th Gear Experience. Although the car has acquired most of its mileage working as a high-class rental, George`s decision to purchase it predated and even inspired the creation of the business. George started out as a heating engineer and then used cheap credit to buy rental properties in his native Yorkshire. In 2004, he took out a new mortgage against his entire portfolio of properties to raise what was then the equivalent of about $50,000 to put down a deposit on a brand-new Murciélago. [I`ve always lived life on the edge," he admitted. [And I always wanted a Lamborghini. The finance payments were about three grand a month-the car was £180,000 [the equivalent of about $320,000 at the time]-and I only had enough money put aside for about eight months. So I knew the car would have to earn its keep." The easiest way to monetize his exotic asset was by renting it to a supercar-experience company, with George serving as instructor and sitting beside paying guests as they wailed on his pride and joy on British racetracks. After a couple of years of that, he set out on his own with business partner Andy Cummings. They formed 6th Gear Experience, with the Murciélago serving as the pride of their fleet. The business has since expanded to call itself the largest in the U.K., with 27 cars on its books. For five years, the Murciélago worked harder than a New York City taxi, doing up to 90 events a year and being driven by dozens of different people at each. It also served as George`s daily driver, covering 600 miles a week commuting and traveling between event locations. Costs were predictably high. George reported that the Murciélago`s fuel economy peaks at 13 mpg on a gentle cruise-this on premium unleaded at the equivalent of $6 per gallon. Consumables have been consumed with predictable gusto: The Murciélago eats as many as 14 sets of tires every year at $1150 per quartet and requires new brake pads on a similar frequency. Brake rotors last about 20,000 miles, with a new set costing around $1300, but clutches have been the larger expense-the Murciélago is now on its eighth, and replacement requires removing the engine from the car. The engine and the gearbox are both original, but the V-12 has had three top-end rebuilds. George was the first owner to discover the Murciélago`s tendency to snap its camshaft ancillary drive pulley at high mileage-it has happened twice. Then things got a whole lot more expensive. At a driving event in late 2012, a customer lost control of the Murciélago in wet conditions at the Chobham test track near London (also used by McLaren to shake down new cars). [The back end let go, and the instructor sitting next to him just couldn`t catch it," George said. [The car ended up hitting a tree pretty much head on. Nobody was hurt, thankfully, but the car was a proper mess, the roof was bent, the chassis was warped." The decision to rebuild the car was made almost immediately. [It was heart over head," George admitted. But it then took four years and around $115,000 to get the Murciélago back on the road, and that was with preferential labor rates from the Lamborghini dealer in Manchester who`d originally sold it, and with some of 6th Gear`s mechanics doing unpaid overtime. [Everything`s expensive on one of these," George explained. [One of the priciest parts were the headlights-they`re £6000 [$7700] apiece, and I had to get two." For more than four years, the Murciélago`s odometer stood still. But now, freshly rebuilt, it`s straight back into regular use. It has earned retirement from 6th Gear duties, but now it`s George`s regular ride again, frequently used for his 180-mile daily commute from Yorkshire to the English Midlands. He has bigger adventures planned, including a return to the Lamborghini factory at Sant`Agata later this year. That`s about a 2500-mile round trip. But before that, and because we asked nicely, Car and Driver gets a turn. Wear Points Revealed We`ve been in high-mileage vehicles before, of course, but none like this. No sagging airport limousine or hard-working urban bus has ever been given such a comprehensive restoration. From 10 feet away, George`s Murciélago could pretty much pass for new. It sits on larger, later LP640 wheels, chosen to accommodate larger brakes, and has gained LED rear lights and an aftermarket exhaust, but otherwise it`s pretty much as it left the factory. Getting closer reveals evidence of scars and surgery. The [V12 6.2L" badge that sits on the rear flank still bears the scratches it acquired in the crash. George admitted that, under its fresh coat of Arancio Atlas (orange) paint, the roof contains nearly as much filler as metal. But it`s the cabin that really tells the tale of a life lived hard. Beneath the scissor door, most of the MURCIÉLAGO legend embossed in the plastic sill protector has been worn down by the thousands of backsides that have slid over it, and some hard-to-find bits of interior trim have gone missing. But the most telling detail is the fuel-filler release button; most of the symbol is worn off by the hundreds of times the button has been pressed. The check-engine light stays blazing on the dashboard even after the vast V-12 has whirred to life-probably the one thing the Lamborghini shares with almost every other 250,000-mile car on the planet-and the original adaptive dampers were impossible to rebuild, so George has replaced them with passive ones. Everything else is pretty much as we remember the Murciélago was when new, although 15 years of progress in supercar ergonomics have left the cabin feeling smaller and more cramped than we thought back then. But there`s no unwelcome dilution of the driving experience. The more modern Lamborghinis might be more powerful and faster, but not in any road-relevant way, and none is more charismatic than the Murciélago. The V-12 is tractable from idle upward, as happy in its broad, brawny midrange as it is making attempts on the upper reaches of the tachometer. The combination of a rainy British day (of course) and winter tires meant the Lamborghini was struggling to find traction for all 572 horsepower, with the old-fashioned stability control stepping in like an insulted bouncer at the slightest hint of slip. Fortunately, conditions cleared enough to allow a couple of trips to the 7600-rpm redline, and a chance to confirm it still yields an entirely Lamborghini-appropriate wail when worked hard. Even driven gently, the Murciélago remains a hugely exciting car, especially with George`s decision to order this one with the gated manual transmission, which suits the car perfectly. Sure, there are some additional foibles-some of the trim creaks, and the fold-down storage compartment in the roof is held shut with sticky tape. But it feels much less baggy than most cars do at half the mileage, and it stands as glorious proof that cars like this really should be used and used hard. It Adds Up George told us he has never worked out what he has spent on the Murciélago over the years, but he agreed to help us come up with an estimate. The unknown factor is depreciation; low-mileage Murciélagos are trading in the U.K. for more than they cost new, but the market for a quarter-million-mile version is obviously untested. George admitted that his car might be worth no more than its value in parts, not that he would ever butcher it-our conservative valuation of the equivalent of $77,000 is pretty much the worst-case scenario and would mean it has lost at least $154,000 in value since new. The biggest single expense is fuel: because the car averages 10 mpg overall including track use, the cost translates to about $162,000. Crash repairs cost around $115,000, 84 sets of tires have cost $97,400, servicing and engine rebuilds have cost an estimated $64,000, insurance has cost more than $19,000, and everything else, including British road taxes, adds about another $25,000. That`s a total of £498,000, or nearly $640,000.

(Mercedes-Benz Concept A.Mercedes-Benz) On Tuesday, Mercedes-Benz unveiled its new Concept A sedan at the 2017 Shanghai motor show. The Concept A is the latest exercise in Mercedes design boss Gorden Wagener's "Sensual Purity" design language. "Our Concept A Sedan shows that the time of creases is over," Daimler AG chief design officer Gorden Wagener said in a statement. "With its perfect proportions and a sensual treatment of surfaces with reduced lines, it is the next milestone of 'Sensual Purity' and has the potential to introduce a new design era." Up front, the Concept A, with it's prominent grille work and angular headlights, bears a striking resemblance to the high performance AMG division's GT Concept which was unveiled earlier this year in Geneva. At the same time, its overall design is punctuated by large side mirrors, 20-inch wheels, and a relatively slim greenhouse. Since the Concept A is a mere design study as this point, Mercedes has not released any detailed technical specs. (Mercedes-Benz) More importantly, the new concept gives Mercedes-Benz customers a glimpse at what the future holds for the most affordable models in the company's lineup - the A Class, B Class, CLA, and GLA. In the US, the CLA and GLA have opened the possibility of Mercedes ownership to a much wider demographic of customers. At the same time, the models have played a crucial role in swaying young entry-level luxury buyers to the three-pointed star and away from rivals. (Mercedes-Benz) "Their success shows that our customers are absolutely delighted with the current generation of Mercedes-Benz compact cars," Daimler AG sales and marketing head Britta Seeger said in a statement. "We are therefore extremely confident that the planned expansion will lead to a continuation of this success story." Even though CLA and GLA sales in the US are down 41.7% and 13.6% respectively through the first quarter of 2017, Mercedes-Benz sales in market is up 4.5%. NOW WATCH: Mercedes finally has a solution to the most annoying thing about windshield wipers

The complete redesign of the Lincoln Navigator was long overdue. Although its twin-turbo V6 engine delivered effortless power and the full-sized SUV made good on its luxury promise with a comfortable ride, in most other ways, the outgoing Navigator was outclassed by its fresher General Motors competitors. As befitting a more luxurious version of the recently revealed Ford Expedition, the cabin of the new Navigator is thoroughly modern, elegant, and expensive looking-a stark contrast to the dated design of the current model. Designed with big, technology-laden families in mind, the three-row interior features six USB ports, four 12-volt power outlets, and a 110-volt plug. A wireless phone charger is available up front, and standard WiFi allows for up to 10 mobile devices to be connected at the same time. Second-row passengers have their own audio and climate controls. The two 10-inch screens that are part of the available rear-seat entertainment system allow passengers to stream content wirelessly, and they can display different content from each other. The optional Revel II audio system has 20 speakers. Even the third-row seats have power-recline ability. Up front, the driver is greeted with a 12-inch configurable instrument panel. The available head-up display gives the option of showing certain information on the windshield. The driver and front passenger get 30-way adjustable seats with massage, heating, and cooling functions. Laminated front and side glass should help cut down on the excessive wind noise that plagued the previous Navigator. For the full, ultra-luxury SUV experience, the Navigator will be available in three special interior design themes (Yacht Club, Destination, and Chalet) offered under the Lincoln Black Label program. Following the lead of Ford`s F-150 pickup, the Navigator`s aluminum body shaves off nearly 200 pounds, according to Lincoln. We were impressed with how easily the previous 380-horsepower Navigator moved on down the road, but the new truck should do even better because its twin-turbo V6 is estimated to produce 450 hp. A new 10-speed automatic transmission replaces the previous six-speed. It will be hard to top the new Navigator in terms of sheer presence, not to mention showmanship. There`s a literal light show as you approach your vehicle. With Reserve and Black Label models, the Lincoln logo illuminates on the grille, followed by LED lights on the lower front body along with huge Lincoln logos lighting up the ground under the front doors. For daytime ambience, there`s a panoramic sunroof. We`ll see if it lives up to its many promises after it goes on sale in fall 2017.

The all-new Regals -- there are two -- will come in hatchback and wagon variants, as GM shakes up its old premium brand. John Rosevear (TMFMarlowe) Apr 5, 2017 at 6:05PM General Motors (NYSE:GM) took the wraps off of its all-new Buick Regal on Tuesday. As expected, the new Regal is a close sibling of the all-new Opel Insignia developed for the European market. Like the Insignia, the new Regal will be available in two distinct body styles, neither of which is a traditional sedan. It's a big change for Buick. Two all-new Regals, including a station wagon First and foremost, the big news: The all-new Regal will come in "Sportback" and "TourX" versions -- or put another way, a hatchback and a wagon. The 2018 Buick Regal Sportback is the more sedan-like of the two new Regals. Image source: General Motors. The Regal Sportback is the more sedan-like of the two, and I'm guessing it'll be the version selected by the majority of Regal buyers. Its styling is long and low-ish, though not so low as to be daunting to less-agile customers. It has what GM calls a "coupe-like roofline" that sweeps down to the tail, covering a roomy cargo area accessed via a very hatchback-like hatch. GM hopes the Regal Sportback's roomy cargo area will draw some buyers away from crossovers. Image source: General Motors. GM executives insist on describing the Regal TourX as a "crossover," but let's be real: It's a station wagon with some subtle rugged-looking touches not unlike those found on a Subaru Outback, Volvo V60 Cross Country, and Audi A4 Allroad. Those are likely to be the Regal TourX's chief competitors. GM says there's a small but significant and lucrative market for upscale station-wagon-like vehicles, and it's hoping the Regal TourX will capture a good slice of that market. GM won't call it a "station wagon," but the 2018 Regal TourX sure looks like one. Image source: General Motors. Both Regals sport Buick's latest "face," a handsome front-end design drawn from the Avenir and Avista show cars. The new Regals' wheelbase is about 3.6 inches longer than the current model's, allowing for a bit more room in the back seats. The TourX rides a bit higher than the Sportback and comes with all-wheel-drive standard. All-wheel drive is optional on the Sportback; base models will be front-wheel-drive. The new Regals' interior is upscale and well-finished, typical of recent Buicks. Image source: General Motors. Both of the new 2018 Regals share a single drivetrain: GM's 2.0 liter turbocharged four-cylinder gasoline engine making 250 horsepower and 295 pound-feet of torque, through an 8-speed automatic transmission. Pricing hasn't been announced, but I expect the Sportback's pricing to be close to the current Regal sedan's; the TourX may cost a bit more. The all-new 2018 Buick Regals will begin arriving at U.S. dealers in the fourth quarter of 2017. The new Regals will be made in Germany Some, including your humble Fool, had speculated that U.S.-bound Regals might be made in China. That was wrong: GM has confirmed that the new Regals won't be made in China, but they will be imported -- from Germany. You've probably heard that GM is in the process of selling its German subsidiary, Opel AG, to French automaker PSA Peugeot Citroen. As part of that deal, GM will continue building some cars for Opel, and vice-versa. Regals bound for North American markets will be built alongside their Insignia siblings at Opel's factory in Ruesselsheim, Germany. That's a change. The current Regal is built (for North America) at a GM plant in Ontario. It's not clear what will replace the Regal at the Ontario plant when production ends later this year. The U.S. isn't the key market for the all-new Regal Of course, the all-new 2018 Regal will also be built in China, where the Buick brand is very popular and Buicks sell in much greater numbers than they do in the United States. How much greater? Last year, GM sold over 71,000 Regals in China, versus just under 20,000 in the U.S. The Regal's popularity in China may explain why GM chose to give the new Regals a longer wheelbase: In China, adults often sit in the back seat, making rear-seat comfort a priority for many customers. GM is hoping that the Regal TourX will tempt upscale, outdoorsy buyers away from Audi and Volvo. Image source: General Motors. The all-new Regals will have their official Chinese unveiling at the Auto Shanghai show later this month. Another new Buick will debut next week April is a busy month for GM's upscale brand. Buick will show another new model at the New York International Auto Show next week: An all-new version of the big Enclave crossover SUV. Like the new Regals, the all-new Enclave is expected to go on sale in the U.S. later this year. John Rosevear owns shares of General Motors. The Motley Fool has no position in any of the stocks mentioned. The Motley Fool has a disclosure policy.

Today in a series of tweets, Tesla founder and CEO Elon Musk revealed some new details about the automaker's lineup. Musk clarified that the upcoming Model 3 electric sedan will be rear-wheel-drive only at the start of production, to help stick with the intended schedule. He also says the Model 3 will get a performance-oriented trim, and dropped a nifty little tidbit on the upcoming Tesla Roadster sports car. Shown above, the first-generation Tesla Roadster, built from 2008-2012 Musk started by clarifying the Model 3's position in the larger Tesla lineup: Am noticing that many people think Model 3 is the "next version" of a Tesla, like iPhone 2 vs 3. This is not true. - Elon Musk (@elonmusk) March 24, 2017 Model 3 is just a smaller, more affordable version of Model S w less range & power & fewer features. Model S has more advanced technology. - Elon Musk (@elonmusk) March 24, 2017 ... and reiterating a long-running joke about the decision to call it Model 3: Model 3 was going to be called Model E, for obvious dumb humor reasons, but Ford sued to block it, so now it is S3X. Totally different :) - Elon Musk (@elonmusk) March 24, 2017 Then the Tesla CEO began fielding questions from his Twitter followers: @FredericLambert @JimPengelly No, we are minimizing configuration complexity to keep the production ramp on schedule. RWD only for early production, just like Model S. - Elon Musk (@elonmusk) March 24, 2017 @TimShelton @FredericLambert @JimPengelly First in line for dual motor as soon as we can make it, which is probably in 6 to 9 months. - Elon Musk (@elonmusk) March 24, 2017 The Model 3 is Tesla's all-electric answer to the affordable luxury mid-size sedan segment occupied by the BMW 3-Series, Mercedes-Benz C-Class, and Audi A4. It promises over 200 miles of range as standard. Musk uploaded a brief video of one of the first production-spec Model 3s driving around: First drive of a release candidate version of Model 3 pic.twitter.com/zcs6j1YRa4 - Elon Musk (@elonmusk) March 24, 2017 Musk confirmed that a performance-oriented Model 3, which was teased at the model's launch event last year, will eventually reach production. The larger, heavier Model S will still be the performance king of the Tesla lineup, though-at least until the return of the Roadster. @dr_angus Yeah, probably a year from now. S will still win on acceleration though, due to having more space for a larger battery. - Elon Musk (@elonmusk) March 24, 2017 @Skate_a_book Yes. Model S will always be the fastest Tesla until next gen Roadster, which is a few years away. - Elon Musk (@elonmusk) March 24, 2017 How quick will the next-gen Roadster have to be? Judging by Musk's claims today, it'll beat out the current P100D's wild 2.28-second 0-60 run, along with its 10.44-second quarter-mile time. That sounds plenty quick to us.

Long touted by Nissan as a four-door sports car, the Maxima has a firm ride and a brawny V-6 engine to give it a sharper edge than most of its rivals, including the Kia Cadenza and the Toyota Avalon. In reality, it`s an upscale large sedan with competent driving dynamics, and it falls well short of what we`d call sporty or engaging to drive. However, the Maxima boasts plenty of luxury for its price, and the deal is sweetened by a bevy of high-end available features such as quilted seating, ambient lighting, and a panoramic sunroof. What`s New for 2017? Having been completely redesigned for the 2016 model year, the Maxima receives minimal updates for 2017. Most notably, Apple CarPlay is now standard on trim levels, allowing iPhone users to connect and control their devices from the Maxima`s 8.0-inch touchscreen. (Android Auto, however, is still missing.) Also new are the Medallion and Dynamic accessory packages. Both include 18-inch aluminum wheels, illuminated doorsills, and a rear spoiler. The Medallion package adds interior and exterior accent lighting, while the Dynamic package offers unique side rocker moldings. Standard Feature Highlights • Remote start • Navigation • Apple CarPlay • 18-inch aluminum wheels Trims and Options We`d Choose Our enthusiast hearts are drawn to the SR trim level. For $38,655, you get: • A sport-tuned suspension • 19-inch aluminum wheels • Leather seats with faux-suede inserts • Sport mode for heftier steering and sharper throttle response We`d also spring for the external ground lighting, which switches on when you unlock the vehicle. At $240, it`s a neat, upscale feature that also adds a bit of security when approaching the vehicle in dark parking lots. In Depth: 2017 Nissan Maxima .indepthnav { overflow: auto; padding-top: 20px; padding-bottom: 20px; margin-bottom: 32px; border-top: 4px solid #E0E4E7; border-bottom: 4px solid #E0E4E7; } .indepthnav img{ width: 100% !important; } .indepthnav div{ font-size: 16px; padding:12px 32px 12px 0; line-height: 21px; font-family: Helvetica, Arial, sans-serif; } .indepthnav a{ color: #1383B3; display: inline-block; position: relative; width: 100%; font-family: Helvetica, Arial, sans-serif; transition: all .2s ease; } .indepthnav a:hover { color: #222222; vertical-align: top; font-family: Helvetica, Arial, sans-serif; } Overview Engine and Transmission Fuel Economy Performance and Driving Impressions Interior Infotainment Cargo Space and Storage Exterior Safety and Driver Assistance Warranty C/D Engine and Transmission Rating: The Maxima is one of the quicker full-size sedans, and its V-6 engine sounds good when it`s pushed hard. Unfortunately, it`s mated to a continuously variable automatic transmission (CVT) that compromises fun for fuel efficiency. The 3.5-liter V-6 makes 300 horsepower and moves the Maxima along with purpose. The CVT, however, detracts from the Maxima`s sports-sedan mission. Although it will mimic a typical automatic under heavy throttle, the CVT otherwise spoils the V-6`s fun. All Maximas are front-wheel drive, which is fine under normal circumstances. When pushed hard, though, the brutish engine can easily spin the front wheels, which seems out of place in this segment.

Volvo's resurgence has been nothing short of exciting. We've seen them unload the completely fresh 90-Series lineup and, most recently, the introduction to the 60-Series, all with new features that makes us want a Volvo more than ever before, honestly. To add on to their new-found glory, the automaker recently announced that they have fast-moving plans for their first all electric vehicle which will cost around $40K and have a range of at least 250 miles. Volvo CEO Lex Kerssemakers is adamant about reaching these figures in the U.S. market especially. He was quoted at the 2017 Geneva Motor Show saying "That`s what I put in as the prerequisite for the United States ... If I want to make a point in the United States, if I want to make volumes, that`s what I believe I need." The $35,000-$40,000 price range will be a competitive one for the upcoming Swedish EV. Two cars that receive endless hype, the Tesla Model 3 and Chevrolet Bolt, find themselves right in the middle of that segment, giving Volvo a trial-by-fire entry. We expect the EV to ride on the manufacturer's compact CMA platform, the same base that houses the forthcoming XC40. It's a versatile architecture that's been developed to fit the next generation 40-Series, and it's unclear if the EV will share the same "40" nomenclature. Kerssemakers knows that developing a car at this price with these prerequisite capabilities will be tough. He wants to have it out in the next two years without skipping steps, so his team will have a lot of work to do in order to achieve that goal. Volvo is yet to announce any more specifics on the new model. We expect to hear more over the next few months, perhaps giving the EV a name as well as an exact release date. This article was originally published on TheDrive.com

Mercedes-Benz has issued a massive recall affecting more than 354,000 vehicles from the 2015, 2016, and 2017 model years. According to the National Highway Traffic Safety Administration, some of those cars may be at risk of catching fire. The problem with the vehicles is electrical in nature and is rooted in the starting current limiter, manufactured by Gruner AG. Like most limiters, this one is designed to manage electrical currents, protecting other components from being damaged and preventing fuse overloads. ALSO SEE: Utah is about to lower its drunk-driving limit, is your state next? Unfortunately in this case, it's the protector that needs protecting. NHTSA's defect bulletin explains that the limiter in these Mercedes-Benz vehicles isn't designed to handle the heavy current draw that may occur when an engine or transmission is damaged, preventing the car from starting: "In the event the starter is blocked due to engine/transmission damage (e.g. hydro locked engine), a very high electric current would flow through the starting current limiter during the subsequent start attempt. Should the driver attempt to start the engine repeatedly despite the engine not cranking, the very high electric current draw might lead to overheating of the starting current limiter." That overheating can cause nearby components to melt, and in worst-case scenarios, could result in a fire. The list of vehicles included in the recall is long and, thanks to Mercedes-Benz's naming system, a little complicated. We've done our best to alphabetize it: 2015-2017 C300 2017 C300 Cabrio 2017 C300 Coupe 2015-2017 C300 4Matic 2017 C300 4Matic Cabrio 2017 C300 4Matic Coupe 2016 C350e 2016-2017 C450 4Matic AMG Sport 2015-2017 CLA250 2015-2017 CLA250 4Matic 2015-2017 CLA45 AMG 2017 E300 2017 E300 4Matic 2017 E400 4Matic Wagon 2017 E43 AMG 4Matic 2017 GLA250 2017 GLA250 4Matic 2017 GLC300 4Matic Coupe 2016 GLC300 2016 GLC300 4Matic All told, there are 354,434 of those vehicles registered in the U.S. READ: First ride: 2018 Volkswagen Atlas prototype Sadly, none of those vehicles can be repaired yet, because Mercedes-Benz doesn't have an ample supply of parts. Owners will receive interim recall notices in late March, which will alert them to the problem. The automaker expects to have parts on hand in July 2017 and will mail a second recall notice then. That second notice will include instructions for scheduling service with Mercedes-Benz dealerships. NHTSA says that dealers will install an extra fuse in the electrical line to the starter, which will resolve the issue. If you own one of these vehicles and have further questions, you're encouraged to contact Mercedes-Benz customer service at 1-800-367-6372. Or, if you prefer, you can call NHTSA's Vehicle Safety Hotline at 1-888-327-4236 and ask about safety campaign #17V114000.

In auto mould manufacturing is a great process requires mastery, and for each component manufacturing and processing are the different requirements of his. And for stamping design speaking, his manufacturing process or more complex, and in his manufacturing process must improve material utilization ratio, minimize the number of materials from the fundamental up reduced production costs. In the permission of the cheap materials, by making it possible parts do no waste and less waste cutting, the design of stamping must satisfy the product use and technical performance, and can be easily assembly and engaged. Design of stamping, should be advantageous to try to use existing equipment, technological equipment and process carries on the processing, stamping and to facilitate the use of the life extension. Design in stamping parts, can guarantee the normal use cases and try to make dimension precision grades and surface roughness rating low demand for products, and some reducing scrap interchangeable, to ensure the product quality is stable. The stamping must shape design simple, reasonable structure for simplifying the mould structure, simplify the process, the simplest nine-hour minimum number of punching process to complete the entire parts processing, reduce, reuse other methods, and to facilitate the stamping process operation organized and realize mechanization and automation production to improve labor productivity. Through the punch and die of plate, strip pipe and profiles to exert forces, produce plastic deformation or separation, thus obtaining required shapes and sizes of the workpiece machining and forming method for workpiece is stamping. Stamping and forging plastic processing are belong to the press.