Alpina BMW M4 test B4 2014 out ahead

The Alpina sub-brand might not have quite just as much notoriety as BMW’s M or Mercedes-Benz’s AMG, however the models’ discreet mix of elegance and performance have made them a popular of many clients that don’t want the full boy-racer rawness of the M models, but something a little more exclusive and high-performance compared to the regular run-of-the-mill models. At the very least for the European marketplace, it appears like the upscale tuner will lay its hands on the just-introduced 2014 BMW 4 Collection coupe  <>  in the form of the B4.

The only real factory-authorized Alpina model currently offered in the U.S. may be the BMW 750-based B7  <; , which offers higher performance than BMW’s regular 750i sedan, but lighter weight and better handling compared to the V-12-powered 760Li. As of this moment, any expansion of the Alpina lineup in the U.S. is unfamiliar, but it’s likely the seven series will stay the only real Alpina model formally sold through BMW dealers.

Alpinas are recognized for having slightly less hp, but slightly more torque than their M counterparts, along with being commonly equipped with automatic transmissions, compared the manual or dual-clutch transmissions more typical of the M models. Our spy shooter states to anticipate about 410 hp from the B4′s twin-turbocharged 3.0-liter inline six, along with available all-wheel-drive, a feature that will not be provided on the upcoming M4.

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Long term: 2012 Hyundai Veloster Turbo: July/August 2013

If you have been reading the past updates on the extended road test of the 2013 Hyundai Veloster Turbo at <> , you might have noticed a pattern developing. This can be a flawed vehicle. Not really critically so, but also for quite a few editors, this vehicle’s irritating attributes are certainly outweighing the nice. What might not be obvious, though, can be that the deck is usually kind of stacked contrary to the Turbo model.

See, a Veloster  <>  using its base powertrain and much less of the gimmicky, look-at-me styling is really a solid, fashion-forward, perfectly packaged hatchback at an excellent price. Our problems haven’t so much become with the Veloster itself, but with the unfulfilled objectives of hot-hatchery that the Turbo provides to the equation.

Because of this update, then, I’ll focus on a standard bridge between your two Veloster versions: the cars’ top-finish infotainment techniques. Tack on the Design and Tech packs on the typical Veloster or the best Package deal on a Veloster Turbo, and you will obtain the same Blue Hyperlink infotainment system, touchscreen routing and eight-speaker Dimension stereo (a typical product on the VT).

The system’s capabilities have huge variations from dull to mundane, though that’s not necessarily a negative thing. Hyundai  <>  performed it conservative when arranging the infotainment controls round the seven-inch touchscreen. Left of the screen will be the start factors for accessing the terrestrial radio, media techniques and XM Satellite Radio. On underneath will be the knobs for quantity and tuning, together with the phone, info/setup key, and the rocker key for transforming tracks. On the proper, we’ve the navigation controls.

While you focus on these buttons, almost all interactions occur on the display, a seven-inch user interface that rapidly responds to inputs, provides clear graphics, and is rather straightforward to utilize. The Veloster adds a couple of cool tech what to its arsenal because of Pandora integration and the Blue Link service.

Pandora works about and also it can on your own smartphone. It is possible to thumbs-up or thumbs-lower tracks and entry the mercilessly few skips afforded by the air service (six each hour, per station).

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Some thoughts by Chris Ilson

Can’t really sugar coat this opinion which could be seen as evil.  The retail price for a vehicle with similar looks would have to be rather cheap.  I’m thinking under $14,000 USD.  However when the Veloster is looked at with budget in mind it might actually make sense.

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First drive: 2014 Porsche 911 Turbo S

Although the outgoing type 997 Turbo is still a formidable street car, Porsche engineers knew they would be able to raise the bar with the brand new type-991, as his platform is far superior. In addition to fresh chassis with an aluminum-steel composite construction that is stiffer and 13 per cent lighter than its predecessor, the new Turbo models feature a slew of significant upgrades in addition to the already can Carrera and Carrera s. These include all-wheel steering, Adaptive aerodynamics, a Redesigned all-wheel-drive system and a powerful engine. Flagship Turbo S model is pushing the envelope further, with standard active Dynamic Chassis Control (PDCC), ceramic brakes (PCCB), wider forged wheels, LED lights and unique badging.

The new Turbo models are much broader than even fat bodied Carrera 4 models.

The transformation from the standard Carrera to Turbo means more than the addition of two variable turbine geometry (VTG) turbochargers. It is a comprehensive process that affects almost all mechanical aspects of the vehicle, and most of the improvements are still buried beneath the car’s new bodywork.

Speaking of looks, in the late 70s and early 80s, passersby had no trouble distinguishing the early 930 Turbo from its smaller brethren — its wildly flared rear quarters and distinctive ‘ whale tail ‘ spoiler was a dead giveaway from a quarter-mile down the road. While many lament the fact that this aggressive styling had been lost with the newer models, Porsche trend with this latest iteration. The new Turbo models are much broader than even fat bodied Carrera 4 models (with a full 1.1 inches) and their rear flanks have a flat surface “of more than one hand width” on each side to drive home the point. Seen from a distance, particularly from the back, is the new fender sculpture aggressive and purposeful.

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