Juan Antonio Flecha at The Jaguar & Team Sky Launch Event

Pro-cyclist, Juan Antonio Flecha discusses cycling and life at the launch of the Jaguar & Team Sky partnership.

2013 Porsche Boxster S

In 1996 when Porsche only offered the 911 Carrera for sale, choosing its purest sports car was easy. But today, Porsche offers five different models and the answer is rather muddy. None of its high performance vehicles, from coupe to roadster and sedan to sport utility, are easily dismissed, as each is capable of shattering the 60 mph benchmark in under five seconds and topping out at over 170 mph.

On one hand, determining the quickest is easy (911 Turbo S). And it takes only a moment to calculate the most expensive (Panamera Turbo S) or the one with the greatest cargo capacity (Cayenne). But on the other hand, how does one determine the company's purest sports car – the least distilled embodiment of performance motoring and maneuverability?

To help answer that nagging question, we flew to Barber Motorsports Park to spend a full day behind the wheel of the company's all-new third-generation Porsche Boxster. (As you may recall, we had a first crack at the little roadster back in March in Europe, but we wanted to get our mitts on a North-American-spec car for local impressions).

Nearly 20 years ago at the 1993 Detroit Auto Show, Porsche introduced the world to its Boxster Concept. The small silver roadster, with a mid-mounted flat-six and a soft top, was a big departure from the automaker's current lineup (Porsche was only selling the 911, 928 and 968 at the time – and two of those would shortly disappear). With styling evoking memories of the classic 550 Spyder and promises of agile handling and a lower cost of entry, the public quickly embraced the lightweight two-seater.

The first-generation Boxster (Project 986) was manufactured from model years 1997 to 2004. The second-generation model (Project 987) was not all-new, but a significantly updated version of the original platform that ran from 2005 to 2008. The Boxster was upgraded and modernized again in 2009. Add up all the variants, including the more recent lightweight Spyder, and more than 240,000 Boxsters have rolled off the assembly line in the past 15 years.Hot on the heels of the all-new 2012 Porsche 911, the company has introduced the 2013 Boxster, or Project 981. The all-new and completely redesigned third-generation model is so significantly different from its predecessors that it makes the previous generation upgrades (from the 986 to the 987) appear embarrassingly trifling.

Physically speaking, the Boxster's wheelbase has increased by 2.36 inches and its track is wider (the front track is up by 1.57 inches while the rear is up by .71 inches). The windshield is flatter, with its base moved further forward. The third-generation Boxster also sits .51 inches lower than its predecessor. But most importantly, and despite being torsionally stiffer and meeting more stringent safety requirements, the new model is lighter by at least 55 pounds – making it the lightest sports car in its class. The Boxster S with PDK dual-clutch gearbox, the heaviest model in the lineup, weighs a mere 2,976 pounds. The lightest is the Boxster 6MT, tipping the scales at just 2,888 pounds.As expected, the cabin has also been updated to reflect Porsche's modern ergonomic theme (launched with the Panamera in 2009). The three-ring cluster remains, but there is a new multi-function digital display on the right. Gone is the old and aged center stack, replaced with a taller console that houses a larger multi-function screen and a sea of buttons, but unlike the heavily optioned Panamera, many are just blank plugs. The new look is fresh, interesting and upscale, yet it remains all Porsche – the ignition key is to the left of the steering wheel and a large analog tachometer prominently takes center stage.
It seems as if most luxury convertible manufacturers are moving toward electrically operated hardtops, except Porsche. The folding soft top remains, but it has been completely redesigned with an even larger heated glass window and improved acoustic absorption. The lightweight frame is constructed with magnesium and aluminum, as to not upset the center of gravity, and the whole mechanism automatically opens or closes (the locking mechanism is now automatic too) in less than nine seconds at speeds of up to 31 mph. For the record, that is very quick.Mid-mounted in the chassis and hidden cleanly out of view is one of Porsche's classic flat-six 'Boxer' engines. Last year's base engine displaced 2.9 liters, but the new model arrives with a direct-injected, 2.7-liter flat-six developing 265 horsepower at 6,700 rpm and 207 pound-feet of torque at 4,500 rpm. The Boxster S is fitted with a direct-injected, 3.4-liter flat-six rated at 315 horsepower at 6,700 rpm and 266 pound-feet at 4,500 rpm. A traditional six-speed manual gearbox is standard, with Porsche's seven-speed Doppelkupplungsgetriebe (dual clutch transmission) PDK optional. (The seven-speed manual transmission, standard on the new 911 Carrera, is not offered on the new Boxster.) As has always been the case, all Boxster models are exclusively rear-wheel drive.We could go on for another two thousand words describing the new Boxster's subtle engineering tweaks, enhancements and various equipment offerings. But the real question on everyone's mind is... how does it drive?

Barber Motorsports Park, in Birmingham, Alabama, is home to arguably the best motorcycle collection in the world (check out the Barber Motorsports Vintage Museum) and the Porsche Sport Driving School (where we attended the Porsche GT3 Cup Experience last year). As we are very familiar with its impeccably manicured 2.38-mile purpose-built road course (16 turns and over 80 feet of elevation changes), we couldn't wait to get on the track.

Customers will be offered the third-generation Boxster in four different models when it arrives in showrooms in early July: Boxster 6MT, Boxster PDK, Boxster S 6MT and Boxster S PDK. (The sublime Boxster Spyder was a second-generation model that is no longer in production.) Base price for the standard Boxster is $49,500 while the Boxster S starts at $60,900 (add $950 for destination fees).To simplify things, Porsche only brought Boxster S models to Barber (several with some retro-cool wrapped vinyl livery, like the Gulf car in our lead image). Each was fitted with a variety of optional equipment, the most important being the PDK gearbox, 20-inch wheels, Porsche Active Suspension Management (PASM), Porsche Torque Vectoring (PTV) and the Sport Chrono Package. The average sticker price, optioned in this manner, was just over $80,000.

We slipped behind the wheel of a Boxster S in the hot pits with an open-face helmet strapped on our head. Despite the soft top being in the closed position (we were running the air conditioning on this warm and humid day) there were no clearance issues, even with our six-foot, two-inch frame. And, thanks to nearly an inch of increased legroom, we were sitting very comfortably.Our left hand twisted the key and fired up the engine, and we felt it rumble in our backside. Our right hand moved the transmission lever into Drive, moved rearward several inches, and then hit the Sport Plus button (damping is firmer, steering is quickened and the thresholds for stability control are raised). We left everything else alone.
The first lap was at a moderate pace, an orientation lap for lack of a better description, but we picked up the pace quickly. By our third lap we were starting to have fun... then it started to rain. Not drizzle, not sprinkle and not shower – but pour – huge raindrops that splashed an inch off the ground when they impacted the pavement. It took but 30 seconds to soak the pavement, and after one minute, there was standing water in the corners. The water was coming down in buckets, but we stayed out. Thankfully, the soft top Boxster, like most modern convertibles, is as rainproof as a fixed-roof coupe.

Even though the wipers could barely keep up with the quantity of water falling from the sky, we continued to run laps in the wet and probe the limits of adhesion and overall balance. The wide sticky tires (Pirelli P Zero 235/35ZR20 up front and 265/35ZR20 in the rear) did a commendable job in the muck, but we were still sliding quite a bit and getting frustrated in the process. We pitted to wait for the storm cell to pass.The clock was ticking, so instead of just sitting around, we left the main track and headed for the parking paddock where Porsche had set up an autocross for us. For the next half hour, we tossed the agile little Boxster rapidly through the orange pylons on the drenched course – and never hit a single cone. Like the new 911 Carrera, the Boxster arrives with electromechanical power steering. And, like the new 911 Carrera, the precise steering is a non-issue.After lunch, the track had dried and we were back in business. We took the Boxster out for countless more laps, each time probing its grip, handling and braking characteristics.

Horsepower is up just a bit from last year's model, but weight is also down, meaning acceleration has improved. According to Porsche, the Boxster S with PDK (and Sport Chrono Package) will sprint to 60 mph in just 4.5 seconds on its way to a top speed of 173 mph. It feels slightly quicker and it pulls well, but our focus was on its improved handling dynamics.

Those very familiar with the most recent Boxster (986/987 platform) will immediately note the additional stability that the stretched wheelbase provides on the corners. Previous-generation models were twitchy at the limit, especially when cornering at 9/10ths, and they would rotate quickly around their axis (seemingly right at the base of the driver's derrière). The new car is much more stable, rotating more slowly and in a much more predictable manner. Turn-in is still every bit as quick and crisp (weight distribution is 46-percent front/54-percent rear), but there is less need to dial in some corrective steer on the exit.

Porsche's Torque Vectoring (PTV) system is new to the Boxster and the optional technology allows the little two-seater to pull some wicked moves. Technically speaking, PTV varies the distribution of torque to the rear wheels and selectively applies individual brake calipers to rotate the vehicle cleanly around a corner. In practice, PTV can be felt as slight pulses in the vehicle's cornering attitude as the system makes its minor adjustments. As long as the driver holds the wheel with confidence and applies constant gentle power throughout the corner, PTV will work its miracles – it's so good that it's almost like cheating.Extending the wheelbase also delivers advantages under braking, as Project 981 feels significantly more stable than its predecessor. This was most evident during a quick braking transition at high speeds (when the sudden act of deceleration transfers weight forward and makes nearly all vehicles momentarily unstable). Last year's Boxster would give a little twitch as its rear end adjusted itself, but the new model is much more tolerant of the maneuver.

Now is probably a good time to bring up PDK. The automated dual-clutch gearbox is one of the best in the industry, and Porsche has refined it even further for the new Boxster. Shift times are quicker and it is more responsive on both up and downshifts. It can be as gentle as a traditional torque converter automatic or as brutal as a sequential racing gearbox. In its firmest mode, our head slammed rearward when it grabbed the next higher gear. Under heavy braking, it dropped gears rapidly, like a Tommy gun, with the exhaust booming in response. The PDK gearbox is nothing to be ashamed about, but we still cannot fathom why Porsche still fits the lousy Tiptronic-era gearchange ears on the steering wheel (proper paddleshifters remain an option, but they should be standard).All of these things, from the car's lower weight to subtle tweaks in the electronics, contribute to driver confidence. Improved driver confidence translates to quicker lap times. According to Porsche, the third-generation Boxster S will lap the Nürburgring-Nordschleife in 7:58 minutes – a full 12 seconds quicker than its comparably equipped predecessor.That time is quick, but won't strike fear in the hearts of current 911 owners, as their rear-engine sportscars are still quicker (according to the automaker, the 911 Carrera S, with 400 horsepower, laps the same circuit at Nürburgring in 7:40 minutes). Even on a much shorter and tighter course, such as the Barber Motorsports circuit, the experts admitted that the larger and heavier, but more powerful, 911 Carrera S picks up a few seconds per lap when raced against the third-generation Boxster S.

Yet in our experience, lap times, horsepower ratings and sticker prices don't define the purest sports car in an automaker's lineup. True enthusiasts are captivated by vehicles that communicate their actions, obey every command with precision, make them feel completely at ease and put a smile on their face. This is precisely where a small and lightweight roadster excels.

Is the all-new 2013 Porsche Boxster the automaker's purest sports car? We are going to say yes... at least until the new Cayman arrives.

New 5-star review on DealerRater, way to go Michael!

"We had never visited a Checkered Flag dealership before last week, now I don't think we'll look for a vehicle anywhere else! We were looking for a 4X4 SUV and had a budget in mind. Found the perfect vehicle at Checkered Flag's Audi dealership. Our sales rep was Michael Kerzner and we couldn't have been in better hands! Friendly, easy going, NO PRESSURE and gave us an incredible price on the vehicle! Our experience with Michael as our sales person will definitely make us repeat shoppers at Checkered Flag." -MDRiley

Porsche announces super-exclusive 911 Club Coupe

Porsche has worked up a treat to celebrate the 60th anniversary of the first two Porsche Clubs, the first of which was founded by seven gentlemen in Westphalia, Germany in 1952, and the second started by another six gentlemen a few months later. Those few enthusiasts and two organizations have grown into 181,000 members among 640 Porsche Clubs in 75 countries. In honor of those humble beginnings, Porsche has created the 911 Club Coupe.

Using the Carrera S as a base, the Club Coupe gets the Carrera S Powerkit providing an extra 30 horsepower, taking the total to 430 hp and dropping the 0-to-100-kph sprint to 4.0 seconds. The PASM option drops the car by 20 millimeters over its 20-inch Sport Techno rims, and the Sport Design package adds a new front fascia and a ducktail spoiler out back. The work is then coated in Brewster Green paint with an Espresso interior, and finished with glossy script on the doors.

The only bittersweet note concerning the 911 Club Coupe is that Porsche is making just 13 of them, and the company is keeping one for itself. The remaining 12 will be awarded to those who win the allotment lottery, entered by registering at the microsite. You have until June 16 to get your name down, and if you are among the chosen your name will be engraved on the door sill – but we assume that's after you've paid €142,831, or $175,580, before taxes for the privilege.

Imagine

Want to lead the start of an IZOD IndyCar® Race driven by an Indy 500 legend like Mario Andretti? Enter Honda's Fastest Seat in Sports Sweepstakes to win an incredible trip and a ride in an IndyCar 2-seater in one of 12 races.

Audi A6 TV Commercial - "Alien"

In "Alien," the most recent TV spot from Audi, viewers are transported into the world of a child who misunderstands her dad's looks, actions and most notably all of the technological innovations inside the Audi A6 as proof that he is a space alien.

New generation Porsche icon

The new-generation, 2012 Porsche 911 Carrera has the familiar, sexy shape of its forebears. But it's tastefully redone with a wider front track, a body that's a bit longer and lighter, a holistically designed interior and modern touches like light-emitting diode tail lamps.

Of course, there's more power, too -- up to 400 horses and 325 foot-pounds of torque from the up-level, naturally aspirated six cylinder.

Surprisingly, though, the additional 15 horses, which for the first time can come through a seven-speed manual transmission, don't hurt fuel economy numbers.

There's even automatic shutoff of the engine at stoplights to preserve its premium gasoline. This stop/start feature is a typical fuel-saver in gasoline-electric hybrid cars and was adapted for the non-hybrid 911, where, impressively, it scarcely hampers off-the-line getaways.

The ride in the 2012 911 Carrera is more pliant than ever. Revamped, selectable suspension settings allow a driver to reduce ride harshness so long-distance travel is more comfortable and less taxing. When the situation calls for a more racy performance, the driver can set the suspension for a firmer ride.

The changes in this seventh-generation 911 are well-received in the United States, where 911 sales for the first four months are up 48 percent from the same period last year, to a total of 3,095.

Judging by the many admirers drawn to the test 911 Carrera S, there are plenty more wannabe buyers out there, even if the starting manufacturer's suggested retail price is $83,050 for a 350-horsepower, 2012 911 Carrera and $97,350 for a 400-horsepower, 2012 911 Carrera S.

There are other changes in the 2012 model. The parking brake now is electronic, so the lever is gone. While Porsche keeps the tachometer big and smack in the middle of the gauges in front of the driver, the center console is full of buttons around the shifter that personalize everything from seat temperature to the volume of sound from the car's exhaust.

The 911 coupe trunk remains under the front hood and measures just 4.76 cubic feet. It is basically a deep rectangle, so be prepared to do some hefty lifting to get heavy items in and out.

Inside, there's a sense the car is wider. Larger drivers and passengers still will feel closed in. Tall, lanky passengers will find a decent amount of seat track and seat height adjustment.

The two back seats are narrow and usable for briefcases and such and, maybe, by children who don't mind that they can't hear much of the conversation in the front seat.

The reason: The 911 flat six engines remain behind the back seats, and engine sounds -- so coveted by Porsche fans -- come through clearly. The hallmark sound is music to the ears of anyone buying a Porsche.

 

With a height of around 51 inches, the new 911 sits slightly lower to the ground than its predecessor; some will have difficulty dropping down onto the low, fitted car seats. Passengers look up at Toyotas and Hondas. The 911 sits so low that passengers can find themselves at eye level with tailpipes of trucks and license plates of some sport utility vehicles.

The only way to get clear views of the road in this car is to be in front of other vehicles, which is easy to do because the new 911 is eminently maneuverable. Indeed, the test 911 Carrera S tester felt like it was "at one" with the driver. As quickly as the driver decided to change lanes, the car was responding to the slightest of steering inputs.

There were no sloppy motions in the new 911 tester. There was precision in steering, stopping and car motions.

The car's 20-inch tires clung to the pavement and displayed amazing grip, even on broken pavement on twisty mountain roads.

With optional active roll stabilization in the test car, the car's body motions were minimized, so the body didn't pitch or display any weight transfer while traveling through S-shaped curves.

At just over 3,000 pounds, the 911 doesn't feel heavy like a Mercedes-Benz SL, and it doesn't feel overly aggressive the way a V-8-powered Ford Mustang does.

Sad to say, buyers can't see much of the 911 engines. The view is mostly two cooling fans, two fluid filler areas and a plastic engine cover.

But there's no complaint about the performance of the test car's 3.8-liter, four-cam, horizontally opposed six with peak torque of 325 foot-pounds at 5,600 rpm.

Power from this engine shot the car forward in any situation, including just as the engine started up on its own after a short, fuel-saving rest at a stoplight. These startups were smooth, with none of the hesitancy and near-stall sensations found on some early hybrids.

The optional dual-clutch, seven-speed PDK automatic transmission worked smoothly and could be left in automatic or shifted manually, sans clutch pedal.

Zero to 60-mph in the new 911 with PDK is a mere 4 seconds, and federal fuel economy ratings for the test car were 19 miles a gallon in city driving and 27 mpg on highways. Note these lab-derived numbers don't take into account the automatic stop/start mechanism.

The new 911 Carreras has been the subject of two U.S. safety recalls. One involved seat belt anchors that might be faulty. The second recall involved a fuel line that might disconnect and leak gasoline.

Jaguar XJ: innovations

Discover the XJ - Flagship of the Jaguar range. Beautiful, exhilarating...and sustainable. With intuitive technology and innovative thinking, the XJ defies preconceptions and reinterprets the luxury saloon.

Audi Shows Off Performance E-Bike Concept

Audi is presenting, starting today, the Audi e-bike Wörthersee – at Wörthersee in Carinthia, Austria.

Wörthersee is the location of a sizeable Volkswagen-Audi culture show being held every year in the region of this Austrian town. This year marks the show’s 31st year.

“When developing the Audi e-bike Wörthersee we drew on motor racing design principles for inspiration,” explains Hendrik Schaefers, one of the designers at Concept Design Studio Munich. “The e-bike appears incredibly precise, highly emotional and strictly functional. Indeed, the design effort focused on its function as a sports machine. All design elements are thus firmly aligned to the technical features.”

The airy frame boasts a low center of gravity and a compact overall volume. In this way, the e- bike is said to be superbly agile at the sporty handling limits. The lithium-ion battery is incorporated into the frame and needs 2.5 hours to fully charge. On long trial tours, only a few simple steps are required to remove the battery and replace it with a charged one.

 

The electric motor is located at the lowest point on the frame and drives the bottom bracket shaft directly. The maximum torque delivered to the rear wheel is 250 Nm (184.39 pound-feet). The electric motor generates a maximum output of 2.3 kilowatts. The complete bike excluding electrical components weighs in at 11 kg (24.25 pounds), equivalent to a power-to-weight ratio of 9 kg (19.84 pounds) per kilowatt, or 7 kg (15.43 pound) per horsepower.

The frame and the swingarm that holds the back wheel are made of carbon fiber-reinforced polymer (CFRP). The same material is used for the 26-inch wheels, which feature an innovative “Audi ultra blade” design with broad flat spokes for an optimized transmission of pedal power. “We were able to demonstrate with the choice of materials just how closely design goes hand in hand with expertise in ultra lightweight construction,” Hendrik Schaefers comments.

Homogeneous LED light strips round out the frame and create the immediately recognizable Audi light signature. For extreme tricks and stunts the seat can be lowered to run flush with the frame itself. At the press of a button, the seat then rises up and the biker can adopt a comfortable position.

Cycling modes and countless other functions can be set using the touchscreen on-bike computer. The cyclist's smartphone hooks up by WLAN to the computer – when you start cycling, for example, the immobilizer is deactivated. Video images of the trial drive or of a trick, as recorded via the in-helmet camera, are uploaded to the Internet in real time via your smartphone. Each trick performed successfully is then awarded success points, and as the number of points awarded grows, the cyclist receives awards and the challenge level rises, too. The rankings table in the Internet means you can measure yourself against other bikers and your friends. And where they happen to be comes to you via Facebook status reports that pop up on the Audi e-bike Wörthersee display.

The cyclist can choose between a total of five cycling modes – pure muscle power, the electric motor alone, or pedaling supported by the electric motor. In the “Pure” mode, the drive power is purely the product of the cyclist’s legs, while in “Pedelec” mode you are supported by the electric motor that then makes speeds of up to 80 kph (50 mph) possible and gives you a range of 50-70 kilometers (31-44 miles). If you select “eGrip”, the Audi e-bike Wörthersee runs solely on the electric motor and can reach a top speed of 50 kph (31 mph). The cyclist then controls forward momentum using a gripshift and can configure the power as desired using the computer.

When performing wheelies, an electronic control system supports the rider when performing tricks and back-wheel biking. Different modes can be set using a smartphone or directly on the e-bike – either “Power Wheelie” mode, with adjustable wheelie angle for less skilled bikers or “Balanced Wheelie” mode for sporting challenges. In "Balanced Wheelie" mode, the electronic control system maintains the rider’s balance, by compensating the biker’s movements forwards or backwards via the electric motor. This means the rider can influence the bike’s speed by shifting weight: if you lean forwards the bike picks up speed, and if you lean back it slows. You select “Training” mode if you want to keep your performance constant for training purposes.

Porsche shows off 918 Spyder Prototype

Porsche has officially put the finishing touches on the first prototypes of the company's 918 Spyder, complete with a black-and-white livery scheme that pays homage to the 917 racers of old. Production is set to commence in a little over a year, and the German sportscar manufacturer says buyers can look forward to taking possession of the first examples by the end of 2013. The plug-in hybrid will command a heady price tag, though. Porsche has confirmed the company will ask a whopping $845,000 per model, each with a 500 horsepower 4.0-liter V8 engine and two electric motors.

Altogether, the gas-electric drivetrain should be good for a 3.1-second 0-60 sprint and a top speed of 199 mph. Perhaps even more impressive is the news that the 918 will be able to propel itself with electric power at speeds of up to 94 mph. That little fact helps account for the news that the vehicle should be able to return around 78 miles per gallon on the EU cycle. Scroll down for the brief press release.

 

The Porsche 918 Spyder is on the road: Dr. Ing. h.c. F. Porsche AG, Stuttgart, has taken the driving trials of the super sports car of the future a step further with completion of the initial prototypes. The 918 Spyder will go into production at the end of September 2013 as planned, with the first customers receiving their vehicles before 2013 is out. "What we are doing with the 918 Spyder is redefining driving fun, efficiency and performance," said Wolfgang Hatz, Member of the Executive Board Research and Development of Porsche AG.

The prototypes, their camouflage harking back to historical Porsche 917 racing cars, signal the final touches to the 918 Spyder. The focus is on the interplay between the highly sophisticated individual drive components. The combination of combustion engine and two independent electric motors – one on the front axle and one in the drive line, acting on the rear wheels – poses completely new demands on the development of the operating strategies. "They are therefore a critical component in this vehicle into which we have put all of our expertise and capacity for innovation," said Wolfgang Hatz. These operating strategies and the development of the software to go with them are one of Porsche's core competences. Both of them have a major influence on the extreme driving fun to be had with the 918 Spyder and they make possible a unique combination of minimal fuel consumption and maximum performance. The initial results of the driving trials are in line with the high expectations placed on the 918 Spyder.

The super sports car is designed as a plug-in hybrid vehicle combining a high-performance combustion engine with cutting-edge electric motors for extraordinary performance: on the one hand, the dynamics of a racing machine boasting more than 770 hp, on the other hand, fuel consumption in the region of three litres per 100 kilometres. Moreover, Porsche is breaking yet more new ground with the technology demonstrator with spectacular solutions such as the full carbon fibre reinforced plastic (CFRP) monocoque with unit carrier, fully adaptive aerodynamics, adaptive rear-axle steering and the upward-venting "top pipes" exhaust system. In the process, the 918 Spyder is offering a glimpse of what Porsche Intelligent Performance may be capable of in future.

Audi A8: Running hot on the ice

At the Audi Winter Driving Experience, the first thing I need to do when I slide into the driver's seat is forget everything I've ever learned about driving in the snow.

I'm not at your typical winter-driving school where you learn how to stop slides. Not here. Opposite lock in an $80,000 luxury sedan while kicking up plumes of snow is taught and encouraged. Oversteer and understeer -- the moves that usually send you careening into a snowbank -- are met with an approving nod, a round of applause from my classmates, and the occasional reluctant compliment from the instructor. The irony is that I'm still in full control of the high-performance vehicle as it still manages to grip the ice.

The Audi Winter Driving Experience Intensive Training course (PDF) begins in at the Falkensteiner Hotel hotel in Seefeld, Austria, an alpine destination where outdoorsy families embrace the frosty climate for snow-filled getaways. But while most of the rosy-cheeked guests will be tucking into the hearty breakfast buffet to fuel a day of cross-country skiing, us gearheads are preparing for a much different winter sport.

Intensive Training is a two-day ice-driving course taught by Audi's certified driving instructors, who earned their stripes winning racing championships around the world and pushing the German manufacturer's cars to the limits on extreme testing grounds. On a nearby flooded pasture that serves as an ice track, I'm learning evasive maneuvers, slaloming, and the fine art of drifting in a performance sedan.

While most of us learned to drive cautiously on snow in hand-me-down beaters or family vehicles, my training tool is a 372-horsepower V8-equipped Audi A8 TDI Quattro, which packs more torque than the conventional gasoline-engine versions sold in the States. And instead of treating this luxury sedan with kid gloves, I'm encouraged to manhandle the A8, pushed to drive outside of my comfort zone and experience Audi's engineering technology limits. Driving school should always be this fun.

At the heart of the Audi A8 TDI's ice road-worthiness is its Quattro all-wheel-drive system. Quattro is part of what gives the vehicle its superior handling capability and stability on slippery surfaces (all surfaces, really) by sending power to the wheels that need it the most. With the A8, 70 percent of power can be diverted to the front axle or up to 85 percent of power to the rear axle, as needed. This means that even as I whip the sedan sharply around cones on a sheet of ice, the car remains surprisingly easy to control. Of course, the studded ice tires help

.

Traction control is the enemy of these ice-driving school exercises. In fact, the vehicle's standard electronic stability control has been disabled for the duration of the class. All of the self-induced oversteer and understeer will be up to me to correct.

To prepare for the driving exercises, I make frequent and consistent use of the 10-way adjustable seats to find the optimal driving position, and enable the most important feature of cold-weather driving -- the heated steering wheel and seats. Although live TV is one of the features of the A8's infotainment system, the only thing I use it for is to set the vehicle's engine and sport differential to the dynamic setting.

And then the exhilaration (or, truthfully, the humiliation), begins.

The day's exercises include a 360-degree drift, figure-eight cone slalom, and power slide. I also get to test my reaction times in high-speed lane changes and braking. Instructors demonstrate the course, break the maneuvers down into steps, and then expect me to copy them straight out of the gate.

Getting behind the wheel after a three-time rally champion exits the car doesn't do much to boost my confidence. As mentioned above, the instructors are professional drivers with 30-plus years of experience under their belt, and this is probably the umpteenth time they've conducted the class that month. They make the power slides in the A8 look effortless and controlled. I made them look like a lawnmower driven by a bunny rabbit. Instructors are on hand to critique my skill, or lack thereof, and provide suggestions as to how to improve after each turn in the driver's seat (tip: look where you want to go, not where you're going).

As with any good driving event, food is an essential element of the experience, and an ice-racing track in the middle of the Austrian Alps is no exception to this rule. Every meal, snack, and bathroom break has been planned by Audi's team of well-prepared hosts. A nearby warming hut stocked with warm beverages and snacks serves as the post-lesson decompression retreat where we lick our wounds and brag with fellow drivers.

Lunch is a catered buffet at the track where the backdrop of snow-covered trees and mountains encourages you to fill up on tomato soup and sausages. The first day of ice driving tapers off with glasses of steaming Gluehwein (sans alcohol) served from an outdoor cauldron and a game of Kesselschiessen, a cross between bocce ball and curling.

On day 2, after we've mastered the exercises -- or at least given them the old college try -- the class is put through their paces in an autocross handling course. The race is timed and tests us on all the skills learned in the previous 36 hours.

Regardless of how you perform on the race (don't ask) or how many cones you've knocked over during the past two days, you'll be treated to a celebratory lunch back at the hotel, and presented a certificate of completion for the Intensive Training course. This piece of parchment by no means suggests any of us are qualified to hit Audi up for an instructor job, but it can earn bragging rights back at the local Audi club.

If you're game
Audi hosts winter-driving schools in Austria, Sweden, and Finland each year. Classes range from single-day instruction to weeklong training sessions. The two-day Intensive Training (PDF) course in the Audi A8 TDI Quattro runs approximately 1,380 euros ($1,800 U.S., 2012 pricing) and includes two overnight hotel stays. The Audi Driving Experience team can create custom itineraries for self-catering or more personalized programs. The 2013 winter-driving schedule will be posted in the fall.

Thanks for the 5-star review!

"Very satisfied customer. Everything went very smooth and I am now the proud owner of an Audi. Thank you Checkered Flag! I appreciate all the hard work!" -dfeat

Thanks for the 5-star review!

"Very satisfied customer. Everything went very smooth and I am now the proud owner of an Audi. Thank you Checkered Flag! I appreciate all the hard work!" -dfeat

Proving Your Worth - Jaguar Backseat Stories Ep #6 | Jaguar USA

In episode 6 of Backseat Stories we take a ride in a 2012 Jaguar XJL with Funny or Die men Richard Glover, Billy Eichner, and Mike Farah along with the Gold Fields duo, Vin Andanar and Mark Robert Fuller. Hear them weigh in on their internet successes and proving their worth.

Porsche Macan CUV takes shape

Our spy photographers have given us our first clear glimpse at the upcoming Porsche Macan. While the test machine we see here wears some Cayenne camouflage, there's little hiding the small CUV's roof line.

Based on the Audi Q5, the Macan will boast plenty of suspension tweaks by the minds at Porsche to put the crossover more in line with the sports car maker's stable. Likewise, while the Macan will borrow a host of gasoline and diesel powerplants from the Volkswagen parts bin, each one will be tuned for more horsepower than we've seen so far.

There's also some indication that Porsche may lift the hybrid system from the Q5 into the Macan's bones, as well. That means buyers would see a turbocharged 2.0-liter four-cylinder coupled to a 44-horsepower electric motor.

Porsche may also look to offer a more athletic three-door version of the Macan later down the line to more effectively compete with the likes of the Land Rover Range Rover Evoque.

 

Courtesy of AutoBlog.com

Two new 5-star reviews on DealerRater!

"John Redding was super personable and non pretentious. He was very knowledgable about the product. He never appeared go be bothered by any request we made. Everyone at the dealership was super nice. Customer service is obviously a huge part of this dealership." -jwhitus

2013 Porsche Boxster with New Engine Rated for Up to 22 MPG City, 32 Highway

The 2013 Porsche Boxster’s EPA fuel-economy ratings have been released, and the new mid-engine roadster is more efficient than the outgoing model. Only the base model’s economy figures are out, however; those for the latest Boxster S, which has a larger version of the base car’s engine, have yet to be revealed. As part of Porsche’s 2013 redesign for the Boxster, weight was reduced by 55 pounds and the old base car’s 2.9-liter flat-six engine was replaced with an all-new 2.7-liter unit.

The changes have resulted in better fuel efficiency for the Boxster with both the PDK seven-speed dual-clutch automatic transmission and the six-speed manual. The PDK-equipped 2013 Boxster is rated for 22 mpg in the city and 32 on the highway; those figures represent increases of 2 and 3 mpg, respectively, over last year’s. Things are equally rosy for the manual Boxster, which sees its efficiency rise 1 mpg in the city and 3 on the highway, to 20/30 mpg. Best of all? The new 2.7-liter six makes 265 hp—10 more than the thirstier 2.9-liter. That’s what’s called getting your cake and eating it, too.

Porsche 960 to be a Ferrari-fighting four-door coupe

Automobile's Georg Kacher goes deep into the Volkswagen product plan, looking at the 32 models that the group's ten brands will roll out over the next five years. These vehicles are expected to drive VW to the top of the mountain in 2018, where the flag for World's Largest Automaker awaits.

The armada is based on three platforms: MQB for transverse FWD/AWD cars like the VW Golf, MLB for the longitudinal FWD/AWD cars in Audi's stable, and MSB for AWD/RWD front-, rear- and mid-engined cars like the Porsche 960.

Said to be due in 2015, the 960 is the supercar discussed last year as a bridge model between the 911 and 918, but Kacher has it listed with the MSB-M platform cars like the Porsche Boxster/Cayman and Lamborghini Aventador, not the front-engined MSB-F or rear-engined MSB-H cars. Yet the 960 is said to be a Ferrari-fighting "four-door coupe" powered by a twin-turbo flat-six. We'll wait for clarification on the number of doors, since in September of last year, Kacher's scoop for Car posited the 960 as a mid-engined coupe priced "on the creepy side of €200,000."

Other intriguing notes from the plan: for VW, a CC coupe is planned for 2016, the Passat might get a coupe variant, the second-generation Scirocco "has the potential" for U.S. sales and the Eos will be replaced; Audi is desgining an even edgier third-generation TT, the A4 will experiment with e-quattro, and the next-generation A6 will break the same-sausage, different-lengths design mold.

 

Courtesy of AutoBlog.com

Three new 5-star reviews on DealerRater!

"This was as frictionless a transaction as buying a car can be. The negotiations were swift, and the service and courtesy of the dealership were excellent. The sales manager responded immediately in pricing negotiations and there were no surprises when I arrived to pick up the car. That in itself was a great experience, because I flew in to town to get it rather late in the evening. I was picked up at the airport, and the team at the dealership was willing to work late to finish the deal. The car itself was immaculate. At every step, they treated this like a serious transaction and Checkered Flag was efficient both in making decisions and finalizing paperwork. The people there were genuinely friendly and seemed to be dealing from a straight deck. I would have no hesitation in doing business with them again." -cgates

Jaguar - XJ Ultimate

Discover the XJ Ultimate, the most luxurious Jaguar ever.

Audi sets all-time U.S. sales record for the month of April

Audi today reported record-setting April sales with a 15% increase to 11,521 new vehicles sold, marking the 16th consecutive month of record sales in the U.S. April sales also marked the fourth-best month ever for the brand and set the all-time sales record for the month of April.

"Audi's progressive luxury positioning in the market clearly speaks to discerning consumers as they are seeking out the most technologically advanced vehicles in the market," said Audi of America President Johan de Nysschen. "This is the fundamental reason why Audi has set record sales in sixteen consecutive months and will continue to register steady and sustainable sales improvements."

Sales of Audi premium category vehicles (A8, A7, A6, and Q7) jumped 52% and represented 31.2% of total April sales. Overall, sales improvements shown by Audi in the top tiers of the luxury sector accounted for 82% of the Audi April gain.

Premium vehicle performance was bolstered by skyrocketing sales for the technologically advanced Audi A6, with a 136.8% sales increase for the month and a 100% increase year to date. Sales for the design-forward Audi A7 were up 91.2% from April 2011 results when the all-new model debuted. Audi luxury SUV performance was led by an increase in sales of the Audi Q5, with a 24.5% jump in April, and a 17.4% year-to-date gain. The Audi Q7 also performed favorably with an increase of 12.3% for the month as inventories remained lean.

Highlights:

April 2012 ranks as the best April in Audi of America history, marking the fourth-best month ever in U.S. for Audi

Audi A6 sales up 136.8% compared to April 2011; YTD sales doubled compared to previous period.

Audi A7 sales increase 91.2%, compared to initial launch sales set in April 2011.

Sales of Audi Q5 increased 24.5% compared to April 2011; YTD sales up 17.4% compared to previous period.

Audi Q7 records 12.3% boost in sales compared to April 2011.

Sales mix for Audi TDI clean diesel models finish the month at 57.3% for the A3 TDI and 31.0% for Q7 TDI; sales of the Audi A3 increased a solid 7 percent for the month.

For the record-setting month of April 2012, three Audi models recorded year-over-year sales increases of 20% or more, including the Audi A6, the Audi A7, and the Audi Q5 models.