All New KIA

• The 2025 Kia K4 will start at $23,145, including destination.
• The K4 will come standard with a 2.0-liter engine that produces 147 horsepower, along with wireless Apple CarPlay and Android Auto.
• First deliveries of the K4 will begin in September, with the turbo model arriving in early 2025.

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Kia has announced pricing for its cheapest car in its lineup, the K4 sedan. The 2025 Kia K4 will start at $23,145 including a $1,155 delivery fee. Replacing the Forte in Kia's lineup, the K4 is one of the cheapest cars in America today.

For that price, you get a 2.0-liter naturally aspirated inline-four engine with 147 horsepower and 132 pound-feet of torque. It sends power to the front wheels through a continuously variable automatic transmission (CVT). The base LX trim comes with wireless Apple CarPlay and Android Auto, along with a suite of driver-assistance systems as standard, including speed limit assist, lane-keeping assist, and adaptive cruise control with stop-and-go capability. There’s also standard blind-spot monitoring and rear cross-traffic alert.

North Wales is a driving paradise. The roads through Snowdonia National Park are, in the truest sense of the word, epic. Narrow and winding as you climb the mountains, fast and flowing in the valleys, with glorious views all around in the shadow of Mount Snowdon. Park on the side of the road for an hour and you might see three or four cars go by. One of them might be someone on a pilgrimage. Most of the time it’s just you and the sheep.

Our furry friends aren’t interested in the car, like most things. I’m not. The Porsche 718 Spyder RS ​​is the final salvo for the internal-combustion Boxster, complete with God’s Own Flat-Six—a 4.0-liter, 493-hp, 9,000-rpm engine taken from the 911 GT3. Pair that with a chassis honed by Porsche’s Motorsport department but optimized for the road, and you have a car that’s as good as any place.

And, a bittersweet farewell.

Dean Smith

In its current guise, the Porsche 718 Boxster has been around since 2016, but its underpinnings are derived from a 2012 981-generation Boxster. It may be old in car terms, but it still feels great. Porsche got the basics right. In all its forms, the Boxster has always offered a perfect balance of handling and a driving experience that is almost unmatched by the Cayman. In fact, the Boxster is usually lighter than the Cayman, and the Spyder RS ​​is no exception.

Funnily enough, Porsche doesn’t call this car a “Boxster.” It’s just the 718 Spyder RS, and that’s pretty accurate. The Boxster has always offered a mix of everyday utility and sports-car fun from the start, but the Spyder RS ​​sacrifices some utility for more style, more drama, more… more. Putting up the lightweight top is like pitching a tent. The fabric top offers the same amount of sound insulation and theft protection; the ride is fairly stiff at low speeds; the gearing is relatively short, so the engine hums at highway speeds; the bucket seats are hard to climb in and out of.

The Boxster GTS 4.0 is a car you can use every day, without any problems. The Spyder RS ​​demands more, but also offers more. This car takes the Boxster to a higher level.

Dean Smith

The firm suspension around town comes alive on fast roads. Snowdonia’s ‘B roads’ are bumpy and uneven, too twisty to cope with the constant rain, and with the odd dip on the inside of the corners. And the occasional hill to contend with. Here the Spyder RS ​​floats along the surface, the adaptive dampers smoothing out any harsh edges with perfection. Sport mode suspension settings are often too firm for places like this, but in the Spyder RS ​​the dampers just keep the body tied down a little better, without ever unsettling the car.

Porsche has softened the spring rates compared to the Cayman GT4 RS and it pays off. On basically every road we’ve driven the Spyder RS ​​on, even outside Wales, it’s devoured it.

Like every Boxster before it, the Spyder’s handling is perfectly calibrated. It turns right on center, with a chassis balance that responds to throttle inputs with precision. Like the Cayman GT4 RS, the Spyder RS ​​is a very fast car, but one that makes the driver feel instantly at ease. You just get in and push hard. The big brakes also boost your confidence. I can’t remember the last time I drove a Porsche Motorsport car without their optional carbon ceramics, but these cast-iron brakes stop well enough and offer excellent pedal feel.

Dean Smith

Pros: Great Engine, Perfect Chassis, Pulls at Any Speed

If anyone is still skeptical about electric steering, they should drive the Spyder RS. A technician once told me that you can tell if a car has good steering by the way the wheels start to come off a little when you’re going over wet ground mid-corner. It rained constantly during our time in Wales, as usual, and the Spyder RS ​​felt every little wet spot on the road through its wheels. It followed the wheel arches a little, but it never felt like it was going to throw you off track.

But the most important thing is the engine. The most spectacular engine ever put into a Boxster, with the feel of a true racing engine. I imagine some of it is a bit artificial, but the uneven revs, the hum, the rattle and the vibration through the firewall make this engine feel like a pure racing engine. That said, it’s very tractable around town. You should try it, though, because this 4.0-liter has a stunning midrange and a top end that’s basically unmatched by anything this side of a Ferrari V-12.

The sound. The sound! Like the GT4 RS, the Spyder RS ​​has intakes just behind the doors that feed a large central airbox and throttle bodies for each cylinder. You can hear the throttle position change as you step on the pedal. It’s addictive to hear the Welsh air go from hiss, to sniff, to deep roar as you accelerate. The induction sound is so loud, you don’t even need to have the active sports exhaust on. It sounds best with the top up, but with the rear windows down, the awning traps and amplifies the sound in the cabin. My jaw dropped the first time I heard the engine song this way. And while the 8,000-9,000rpm boost is metallic perfection, this engine sounds divine at any speed.

Dean Smith

Cons: Top is a bit of a hassle, noisy on the highway, I don't have one

Porsche’s PDK dual-clutch remains the best of its kind, so good that you can forgive the Spyder RS ​​for the lack of a manual option. (A manual is obviously not a good fit for this engine, and Porsche RS cars have long been PDK-only.) The shorter final drivetrain can be annoying on the highway—I often wondered when to upshift, until I saw a “7” staring back at me on the gear indicator—but it allows you to use more of the engine more of the time. Shifts can be as quick as a real racing sequential, yet as smooth as a traditional automatic. In normal automatic mode, it’s quick to upshift for fuel economy, so you’ll want to put it in PDK sport, or better yet, shift manually. Both the paddle shifters and the sequential-style lever on the center console are a joy to use, and no matter how you use them, you’re amazed at how seamlessly and efficiently everything works.

Performance is top-notch here, with all the power you could possibly need. There’s incredible grip from the Michelin Pilot Sport Cup 2 tyres and a chassis that just won’t quit. This formula often produces cars that only feel alive at very high speeds, but the Spyder RS ​​feels great at any speed. You can feel the balance without going over the limit, enjoy the superb feel of the steering and brakes, and enjoy the sharp throttle response even if you’re not using all 9,000 revs.

Dean Smith

And it can’t be overstated how well this car is set up for the road. Photographer Dean Smith, who has ridden up and down these Welsh B-roads in hundreds of cars, remarked on how smoothly the Spyder RS ​​glides without the need for insane speed. Many recent Porsche Motorsport efforts have focused too much on the track, losing some of the utility and appeal of the division’s cars of years past. This is not the case. I’m sure this Porsche would be a lot of fun on the track, but the Spyder RS ​​belongs in the wild. Among the sheep.

Saya tidak seharusnya berbicara tentang mobil dengan istilah seperti ini. Bagaimanapun, mobil hanyalah benda yang bergerak. Karbon dan baja, karet dan kulit. Namun, tidak ada satu pun bagian dari Pagani Utopia yang kurang dari sekadar hiperbola.

Ini adalah mobil terbaik, paling berjiwa, paling sempurna, paling cantik, dan paling inspiratif yang pernah dibuat dalam dekade terakhir. Tidak ada yang menyamainya. Kunjungan ke kantor pusat Pagani yang terus berkembang membuat saya ternganga melihat kemampuan perusahaan dan semangat stafnya, tetapi yang paling saya kagumi adalah ambisinya.

Bahkan NASA tidak bisa dibandingkan lagi. Bagaimana dengan hiperbola itu?

Sebagai buktinya, hypercar ini diucapkan ooh-jari-jari-pia berdiri tegak di lereng bukit Italia seperti ular melingkar. Pintu pengemudi berayun ke atas dan ke luar, terbuka seperti undangan bercap emas. Satu kaki menyelusup dalam ke ruang kaki yang dibentuk oleh monocoque karbon Utopia. Anda terduduk di jok, perlahan pada awalnya, lalu sekaligus, seperti sedang jatuh cinta.

Lalu Anda berada di sana, barisan depan di konter perhiasan.

Sevian Daupi / Motor1

Interior Utopia terbuat dari sakelar logam yang digiling dan halus. Tumpukan tengahnya berdiri tegak, dua panel yang dipoles halus mencengkeram deretan pengukur yang cantik. Setiap komponen dirancang dan diproduksi dengan sangat teliti oleh 180 staf Pagani.

Mereka mengemas begitu banyak detail ke dalam setiap komponen interior—permukaan yang halus, jenis huruf yang dibuat khusus, kusen pintu yang tajam—sehingga mustahil untuk memahami semuanya. Apa pun, mulai dari sakelar HVAC hingga tangkai indikator, dapat menjelaskan begitu banyak tentang mobil ini dan orang-orang yang membuatnya.

Sevian Daupi / Motor1

Tapi saya akan menceritakan bagian favorit saya.

Roda kemudi Utopia dimulai sebagai satu blok aluminium. Beratnya sekitar 80 pon. Mesin penggiling CNC memangkas kelebihan dari pelat, satu lintasan demi lintasan. Seiring waktu, bentuk kasar menghasilkan sesuatu yang halus, sesuatu yang indah. Mesin penggiling enam sumbu khusus kemudian mengambil alih kendali. Ini adalah satu dari sedikit yang ada di bumi. Mesin penggiling melubangi jari-jari dan pelek roda, mengeruk lengkungan bagian dalam seperti Anda mengeruk labu.

Penutup aluminium tipis menyembunyikan bagian yang berlubang, hanya menyisakan deretan baut segi enam yang rapi untuk mengisyaratkan ceruk di bawahnya. Toleransi antara roda dan penutup dibuat dengan sangat presisi sehingga kuku Anda tidak dapat membedakan di mana satu permukaan berakhir dan yang lainnya dimulai—sehelai rambut manusia tidak dapat menembus jahitannya, bahkan jika ia mengisap isi perutnya.

Permukaan aluminium roda memerlukan delapan jam lagi untuk diselesaikan dengan tangan agar mencapai kilau satin yang sempurna. Tidak ada mesin yang dapat menandingi keterampilan manusia di sini, kata Pagani. Kemudian, dilanjutkan ke lantai produksi tempat seorang pekerja membungkus roda dengan kulit yang bersih dan menjahitnya dengan tangan.

Amin.

Sevian Daupi / Motor1

Setiap komponen terakhir dari 32.000 komponen baru Utopia—hampir tidak ada komponen yang sama dengan Huayra yang lama—diperlakukan dengan penuh hormat. Baik digiling dari billet atau dipanggang dalam autoklaf, semuanya dipoles tanpa henti. Total waktu pengerjaan yang rumit per mobil mencapai 640 jam, ditambah dengan jam-jam yang tak terhitung jumlahnya yang dihabiskan untuk mendesain setiap komponen, membuat prototipe komponen, membuat jalur perkakas untuk mengerjakan komponen—dan dalam banyak kasus—memulai dari awal ketika pendiri Horacio Pagani masuk ke ruangan dan menuntut kesempurnaan. Sekali lagi.

Ketika Anda melihat usaha tersebut dari dekat, baik dari lantai produksi Pagani atau dari balik kemudi Utopia yang menawan, Anda akan terpesona. Upaya kumulatif yang dituangkan ke dalam mobil ini sungguh mencengangkan. Jika produsen mobil hiper lainnya akan menggunakan suku cadang yang sudah jadi, Pagani mendesain dan membangunnya dari awal, di dalam negeri. Saya tidak tahu bagaimana Pagani bisa meraup untung dari Utopia yang (kira-kira) seharga $2,4 juta.

Sevian Daupi / Motor1

Untungnya, berkendara pun lebih baik.

Tombol “START” berwarna merah delima terletak di dasar tumpukan tengah Utopia yang menawan. Dengan sekali tekan, mesin V-12 twin-turbo 5980 cc 60 derajat akan menyala dengan suara yang menggelegar. Jika Anda berdiri di belakang mobil saat menyalakannya, sulit untuk mengetahui apakah mobil baru saja mencapai klimaks. Atau apakah Anda benar-benar mencapai klimaks.

Pedal kopling Utopia terbukti sulit dikalibrasi, menurut Pengemudi Uji R&D Pagani Alberto Scilla. Untuk menghasilkan 864 tenaga kuda dan torsi 811 pound-feet, sistem transmisi dibuat dari bahan yang kokoh: kopling multi-pelat, velg eksotis setebal satu inci, dan batu belerang. Dengan sistem transmisi, beban mekanis itu umumnya diterjemahkan menjadi beban fisik.

Tidak di sini. Master silinder dan cakram kopling berganti-ganti seperti musim, kata Scilla, hingga Pagani menemukan solusi yang sempurna. Utopia melaju dari posisi berhenti seperti bulu yang tertiup angin. Tidak ada drama, tidak ada guncangan. Arahkan saja roket bertenaga hampir 900 tenaga kuda itu ke gunung Italia dan melaju. Lebih baik lagi jika jalan pegunungannya bagus.

“Upaya kumulatif yang dicurahkan ke mobil ini sungguh luar biasa.”

Yang ini hebat seperti roller coaster kayu—sangat menegangkan tetapi sebagian besar adalah jenis teror yang menguras darah dari bibir Anda. Pita aspal tipis yang kasar ini berada di luar Modena, melingkar di lereng bukit berulang kali saat bergulir dari satu pemandangan berlatar belakang komputer ke pemandangan berikutnya.

Utopia melahap setiap inci permukaan jalan yang bergelombang, bahkan jika proporsi hypercar-nya—panjang, rendah, sangat lebar—tampak membentang dari tepi jalan yang kasar hingga jauh melewati garis tengahnya. Setiap lubang yang ada di badan jalan menjepit seperti catok ketika, tak terelakkan, setiap puncak tikungan tajam menyembunyikan hatchback yang melaju kencang di sisi lainnya.

Tetap saja. Untuk mobil yang mampu melaju di jalan yang sempit dan bergelombang ini, sungguh menakjubkan betapa mudahnya Utopia melaju. Saat melaju hingga redline V-12 6.700 rpm, karet belakang Utopia yang terdiri dari 325 bagian menendang ke samping setiap kali melewati jalan basah yang lambat. Hal yang sama berlaku untuk perpindahan gigi ketiga hingga keempat di jalan lurus. Kaki kanan Anda hanyalah saluran menuju karet yang menguap.

Begitu banyak tenaga. Begitu banyak torsi.

Sevian Daupi / Motor1

Mesin Mercedes-AMG ini adalah unit yang luar biasa, api unggun yang bersuara selebar satu mil. Tidak ada omong kosong khas Italia yang “mencabik sutra” di sini, hanya geraman teriakan progresif di setiap gigi, kabin yang dibanjiri turbo ssstt … dan soundtrack dua binatang lapar yang bertarung di Serengeti.

Kedengarannya ramah, bukan?

Memang benar. Ada kualitas progresif pada pengendalian Utopia, terutama saat V-12 menguapkan ban Pirelli belakang. Dalam beberapa tikungan, Anda mengantisipasi ban selip, menikmatinya. Bagian depan terasa menempel di tanah, menawarkan dorongan ringan yang hati-hati saat cengkeraman mengering. Sasis tetap stabil setiap kali Anda mengangkat gas, tidak pernah mengancam untuk berputar dan memutar V-12 itu ke Fiat yang melaju kencang.

Sevian Daupi / Motor1

Peredam yang cukup dari Pagani, berkat shock yang dikontrol secara elektronik, mencakup mode kenyamanan yang mengurangi benturan di jalan berlubang tetapi tidak menghilangkan rasa keterhubungan dengan jalan. Staf Pagani mendorong saya untuk beralih ke mode kenyamanan berulang kali, tetapi tidak terlalu dibutuhkan.

Meskipun Utopia tidak melaju dengan mulus di jalan seperti McLaren 750S, mobil ini terasa lentur dan aktif, apa pun mode berkendaranya. Selalu nyaman, tidak pernah membosankan. Demikian pula, kemudi Utopia dikalibrasi untuk berkendara sepanjang hari, lebih ringan di tengah dan di luar pusat daripada mobil lain yang mengejar jejak Pagani di Uji Coba.

Mungkin bobot kering Utopia sebesar 2.822 pon yang membuat mobil terasa mudah?

Saat memacu Utopia hingga kecepatan maksimal, bahkan mesin dan sasis yang spektakuler menjadi hal yang kurang penting dibandingkan dengan Pagani. Ya, tongkat itu kembali. Setelah jeda Huayra, Xtrac menyediakan 'kotak' tujuh kecepatan yang dipasang melintang di bawah bagian belakang Utopia. Ia digerakkan melalui kabel, dikendalikan oleh kenop pemindah gigi yang besar dan menawan yang berada di antara kursi pengemudi dan penumpang Pagani.

Mulia.

Sevian Daupi / Motor1

Ini adalah kotak dogleg, jadi gigi pertama berada di bawah dan ke kiri. Tata letak ini mengingatkan kita pada mobil balap klasik, tentu saja, tetapi ini juga merupakan konsesi terhadap pola tujuh kecepatan itu sendiri. Ada resistensi karet yang tebal untuk menyelesaikan setiap perpindahan gigi dan sepasang penahan yang jelas di antara gerbang.

Karena pola perpindahan tujuh-kecepatan, penahan memusatkan tuas perpindahan gigi pada dua posisi terpisah, satu di setiap sisi perpindahan gigi ketiga-keempat, yang menyebabkan beberapa momen hati-hati saat Anda lebih suka fokus untuk mengarahkan hidung Pagani ke arah puncak.

“Apakah itu gigi keempat?” Anda bertanya-tanya, sambil menggeser tuas transmisi ke posisi lebih tinggi dari kecepatan jelajah. “Atau apakah saya akan meledakkan granat gigi kedua yang bernilai jutaan dolar?”

Pemilik Utopia akan mengingat pola tersebut, seiring waktu, tetapi pola tersebut tidak bersifat telepati seperti transmisi manual yang paling hebat. Terutama pada perpindahan gigi dari tumit ke ujung kaki ke gigi kedua, ketika hambatan yang kuat terhadap tuas persneling membuat Anda bertanya-tanya apakah gigi kedua dipilih sepenuhnya.

Tetap saja, saya senang bisa mendapatkan kembali tongkat itu. Begitu juga dengan pelanggan Utopia. Menurut Pagani, 70 persen dari 100 Utopia pertama memiliki spesifikasi manual. Alternatifnya adalah versi otomatis dari kotak roda gigi Xtrac yang sama. Kami berharap para pemilik tersebut merasa tenang. Bahkan jika mereka salah memilih.

Sevian Daupi / Motor1

Setelah seharian berkendara menuruni lereng gunung, Scilla mengangkat sebelah alisnya. Ia bertanya apakah saya ingin mengendarai Utopia kembali ke Markas Besar Pagani. Pertanyaan itu terdengar lebih seperti provokasi. Saya mengembalikan kunci (kunci metaforis, tentu saja; “Kunci” yang sebenarnya adalah batangan kecil berbentuk seperti Utopia, digiling di dalam pabrik, karena memang begitu) kepada pengemudi pengembangan yang telah menempuh ratusan ribu kilometer dengan mobil ini.

Scilla menggelar pertunjukan sirkus di jalan, memuat moncong Utopia ke enam piston karbon-keramik Brembos depan mobil, lalu menggantung ekor Utopia JAUH BANGET di setiap sudut, membiarkan mesin meraung dan mengerang di setiap jalan lurus Italia yang panjangnya beberapa inci.

Sebagai penulis mobil, sudah menjadi kewajiban Anda untuk bersikap tenang dari kursi yang tepat, tidak peduli siapa atau apa yang terjadi di balik kemudi. Sebaliknya, butuh beberapa menit agar ocehan yang mengalir dari mulut saya berhenti mengalir ke interior Utopia yang bersih. Jika angka performa modern membuat Anda berpikir Utopia kurang dalam statistik, cobalah untuk menyamai Utopia yang dikendarai Scilla di jalan belakang dengan mobil lain. Anda akan mati jika mencobanya.

Kembali ke kantor pusat Pagani, staf sudah mengakhiri hari. Kami melewati gerbang depan dan mengucapkan selamat tinggal kepada Andrea. Untuk sesaat, hanya ada saya dan Utopia, yang diparkir di trotoar pabrik yang tertata rapi.

“Mesin yang luar biasa,” gerutuku sambil menepuk-nepuk pilar A Utopia seperti anjing Labrador seharga satu juta dolar.

Objek seperti Utopia biasanya memiliki ketidaksempurnaan yang menunjukkan sifat buatan tangan mereka. Kecuali tidak ada yang tidak sempurna pada konstruksi mobil ini. Itulah ekspresi sifat Horacio Pagani. Ada ketepatan dan kesengajaan dalam segala hal yang dilakukan Pagani Automobili, mulai dari kebersihan lantai pabrik hingga polesan akhir yang sempurna pada roda kemudi.

Utopia adalah impian, yang lahir dari para perajin yang mendedikasikan jiwa mereka untuk pekerjaan mereka. Siapa pun, mulai dari petugas kebersihan hingga bagian perakitan, dapat berbicara berjam-jam tentang hal-hal yang mereka buat, dan dengan sangat bangga. Jika itu terdengar seperti iklan yang dimuntahkan, itu tidak benar. Horacio Pagani dan orang-orang yang membentuk perusahaannya sangat saya kagumi.

Sevian Daupi / Motor1

Sebagai jurnalis langka yang pernah mengendarai contoh dari setiap model Pagani—Zonda, Huayra, Utopia—saya merasa perlu untuk menjawab satu pertanyaan dari para komentator: “Apakah Utopia mencapai ketinggian yang luar biasa seperti Zonda?” Ya, hampir saja, yang bukan kutukan dengan pujian samar. Sebaliknya, itu adalah pujian.

Utopia merupakan ekspresi yang lebih baik dari cita-cita Horacio Pagani daripada Zonda, sebuah keyakinan bahwa seni dan sains harus menyatu menjadi sebuah wahana yang membangkitkan sesuatu yang sangat manusiawi di dalam diri kita. Dua puluh lima tahun sejak Zonda pertama itu, Automobili Pagani sendiri telah berkembang dalam kemampuan dan kecanggihan, tetapi tidak pernah melupakan nilai-nilainya.

Apakah Utopia adalah kata terakhir dalam pertunjukan? Apakah itu hanya sebuah alat rekayasa? Itu adalah seni? Apakah itu obsesi yang nyata? Tidak, Utopia adalah sesuatu yang sama sekali berbeda. Sesuatu yang pada akhirnya istimewa.

Itu adalah Pagani.

The Jaguar F-Type is no longer in production. After 11 years in production, the British two-seater will be discontinued as Jag refreshes its range with an all-electric approach. The decision marks the end of one of the UK’s all-time great sports cars. We’re sad about it.

To pay our respects to the F-Type, we thought it would be fitting to drive the car one more time. After spending a weekend on back roads, long highway drives, and running errands around town, it’s clear to us that the world lost one of the last truly versatile performance vehicles of the 2010s.

It’s hard not to stop and stare. Even 10 years after its introduction, the F-Type is a stunner. Whether we’re talking about the original car or the facelift introduced in 2019, it’s hard to find an angle that isn’t pleasing to the eye. It combines classic roadster proportions with a beautiful pair of fascias. People ask me about this car all the time, despite its age. I especially love the rear end; the quad taillights and taillights make it one of the most handsome cars produced in the 21st century, without a doubt.

Time has not been kind to this Jaguar’s interior, but it’s still hard to find fault with it. The cabin looks like it was designed in the early 2010s, with physical buttons scattered throughout in a less linear fashion. While not as pleasing to the eye as the new AMG GT’s setup, the F-type’s switchgear is much easier to use. There are no seven menus to navigate to access the cooled seats, or capacitive touch buttons to adjust cruise control. Just a solid, clicky set of buttons—as they should be.

Brian Silvestro/Motor1

Pros: Best Supercharged V-8 Engine of All Time, Great Looks, and a Great Ride

The only thing that really makes the F-Type look dated is its screens. The gauge cluster is just an analog-style digital display of speed and engine revs, and doesn’t display much else. The 10.0-inch infotainment screen feels dated. It’s far less responsive and less vibrant than newer ones. The silver lining is standard Apple CarPlay and Android Auto, which work well. Unfortunately, you need cables for both.

Otherwise, the F-Type is still a pleasant place to spend time. The seats are comfortable and easily adjustable, the stereo is punchy, and visibility is excellent. I could easily spend a full day behind the wheel of this car… which is exactly what I did over the weekend.

The car you see here is the F-Type P450 R-Dynamic, the cheapest variant in the F-Type lineup for 2024 (Jaguar discontinued the V-6 in 2019 with a facelift). In that sense, it’s also the best-possible version of the F-Type. Under its big hood is the company’s 5.0-liter supercharged V-8, paired with an eight-speed automatic transmission that sends power to the rear wheels—the same layout that the F-Type debuted in 2013.

Brian Silvestro/Motor1

English: Rated at “only” 444 horsepower in this trim, this engine will go down as one of the all-time great V-8s of our time. Those who were on the internet in 2013 know that the guttural roar and unmistakable crackle of this engine took the world by storm. It’s no exaggeration to say that these quad pipes wrote the book on factory burble tones. More than a decade later, though, the sound fires neurons in your brain that no other exhaust could possibly reach. Much of that has to do with sheer volume. Because the F-Type is so old, it doesn’t seem to fit the constraints of modern volume enforcement—at least, that’s what my ears tell me.

Sending that power to the rear wheels feels like the right choice. The last F-Type I drove, an all-wheel-drive R model, was plenty quick. But it fell apart when the transmission was stressed. It felt underpowered and overwhelmed at the limit, and never consistent. Not so with this rear-wheel-drive model. There’s a core balance here that makes sense.

At 3,760 pounds and with a softer suspension, the F-Type isn’t as agile as the 911, but there’s still plenty to enjoy here. While the limits aren’t particularly high, the wind in your hair and the sound of the exhaust note make up for it.

Brian Silvestro/Motor1

Con: Chances are others won't remember it as well as we do.

The soft suspension pays off. While it makes the F-Type feel like it weighs 3,760 pounds, the ride quality is well worth it. It’s probably the most comfortable performance-oriented vehicle I’ve ever driven. Even on the roughest streets in New York City, it never hit an uneven surface or a broken curb. It’s the only car in its class I’d consider driving every day where I live. It’s better than some SUVs I’ve driven recently. Really, it’s that good.

On the other hand, the F-Type isn’t the most comfortable or connected car in the world. The steering is good but forgettable, and the brakes are also good. And there’s not much to adjust—there are just three modes, Normal, Sport, and a foul-weather mode. And it feels like the only thing that changes is throttle response and how long the eight-speed automatic will hold a gear. But as a capable all-round cruiser, it’s got real style and some of the best exhaust notes you’ll find on the market at any price.

Rest in peace, F-Type. We will miss you dearly.

Competitors

• Hyundai and Kia vehicles equipped with software updates are stolen far less often, according to a new study.
• The fix adds an immobilizer device that requires the vehicle key to be in the ignition for the engine to start.
• Despite improvements, thieves are still attempting to steal Hyundai and Kia cars, leading to higher-than-average insurance claims.

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Hyundai and Kia owners are doing better, at least when it comes to theft risk. New data from the Highway Loss Data Institute (HLDI) shows a 53 percent drop in theft claims in models that have had their software updated to improve safety.

“The company’s solution is very effective,” said Matt Moore, senior vice president of HLDI. “If you have a Hyundai or Kia vehicle without an electronic immobilizer, you should contact your local dealer to get the software update today.”

Unfortunately, some owners will need to make that call. HLDI reports that about 60 percent of eligible vehicles received a software update in July 2024. The fix added an immobilizer that requires the key to be in the ignition in order to start the vehicle. Kia's Boy Videos circulating on social media during the COVID-19 pandemic show how to steal one of these cars in seconds without a key. Without an immobilizer, the thief can simply run away.

The trend has gotten so bad that some insurance companies have stopped covering the cars. Several lawsuits have been filed against Hyundai Group, including a $200 million class-action lawsuit filed by vehicle owners that was settled in May 2023. The lawsuit covered 8.3 million vehicles from 2011 to 2022. Insurance companies have also filed lawsuits alleging more than $1 billion in damages.

While thefts have dropped dramatically since the software update, HLDI notes that insurance claims are still high for affected models. Even with the update, thieves are still tempted to break into vehicles without knowing that they won’t start. That leads to damage and theft of items from the vehicle. However, at least the vehicle is still parked in the same spot when you arrive the next morning.

“Based on these trends, we expect claims rates for Hyundai and Kia vehicles to gradually decline in line with other brands, as thieves realise that vehicles are no longer as easy to steal and the trend is falling out of fashion,” Moore said.

You won’t find a fan base more rabid than Toyota Tacoma enthusiasts. They love their little old truck. Even in a transitional year with the old Tacoma out and the new one in, Toyota still sold more than 237,000 units in 2023. That’s the fifth-best for all trucks and tops its midsize class of trucks by more than 200,000 units.

The new Tacoma gives enthusiasts even more reasons to flock to dealerships; a sharp redesign, a pair of new turbocharged engines, and depending on the trim you choose, a premium interior with thoughtful upgrades. In that regard, the Tacoma Limited packs a lot of punch for a still-reasonable (at least, in the larger truck world) starting price of $57,295. And that’s pretty impressive.

Call it blasphemy, but the new four-cylinder hybrid engine is a far cry from the old V-6. It fixes one of the Tacoma’s biggest problems: Torque—or lack thereof. The awkwardly named I-Force Max hybrid engine powers the high-end Tacoma Limited model and combines a turbocharged 2.4-liter four-cylinder with a 1.9-kilowatt-hour battery and an electric motor. The result is a best-in-class 326 horsepower and 465 pound-feet of torque at just 1,600 rpm. That’s a big improvement over the old V-6’s underpowered 265 pound-feet at 4,600 rpm.

Finally, thankfully, the Tacoma has torque. Fast-acting electrons from the 48-hp electric motor add force to the tires and move the Taco along quickly before the gas engine kicks in to add more power. While Toyota doesn’t list an official 60-mph time for this truck, my dyno showed about seven seconds. Fast.

Even at 70 mph, you barely need to step on the accelerator to get more power. The combination of turbochargers and electric motors means you always have torque when you need it, and the four-cylinder feels more capable than even the previous V-6. And there’s still enough power to tow up to 6,000 pounds in this Limited trim.

The entire drivetrain is very smooth; there were no jarring vibrations from the drivetrain during my week of driving the truck. The gas engine is a bit noisy when you step on the accelerator, but so are the other four-cylinders. It’s all paired with an equally smooth eight-speed automatic transmission.

Pros: Finally Some Torque, Better Drivetrain, Premium Cabin, Still Quite Capable

The Tacoma’s biggest improvement is the way it handles. The now electronically assisted steering feels light and direct. There’s no mystery about which way the nose is pointing. The ride is plush in the truck’s Normal setting and stiff enough in Sport to keep it engaging. And the chassis is well balanced.

Standard all-wheel drive with an electronic locking center differential means you can take this truck on most trails, too. The TRD Pro or Trailhunter trims are still the most rugged, and have more advanced suspension technology, but even the Tacoma Limited is still capable of doing pretty well off-road.

As the most luxurious Tacoma of the bunch, and in keeping with the Limited trim across their entire truck lineup, Toyota really goes all out on the chrome here—the grille, wheels, door handles, and tailgate handle all get a polished finish. Meanwhile, the font separator drops way down below the bumper to look like Jay Leno prime. For such an aggressive-looking, attractive truck, the Limited trim doesn’t do the Tacoma justice.

And if you were hoping for a variety of bed and cab sizes, sorry—the Limited is only available in a Double Cab configuration with a five-foot bed. Even with the larger cab, the back seat felt cramped for my six-foot frame.

At least the interior is truly premium. The Tacoma Limited is equipped with nice materials. Toyota’s SofTex faux leather covers the seats and is nearly as soft and supple as real cowhide. The seats are heated and ventilated. You get real leather stitching on the steering wheel, at least, and it’s heated, too.

A gorgeous, thick walnut accent runs across the dashboard with the “TACOMA” logo emblazoned on the passenger side, in case you forgot. And a large 14.0-inch screen sits atop the dash. It runs Toyota’s latest and greatest infotainment system, which has crystal-clear graphics, a clean home screen, and basic functions right where you need them. It’s the next best thing to Apple CarPlay—though, you can still access CarPlay and Android Auto wirelessly if you want.

Cons: Too much chrome, cramped back seat

The best thing about the Tacoma Limited is that it’s fully equipped from the start. Faux leather seats, an adaptive suspension, and a 14.0-inch touchscreen are all standard. You also get Toyota Safety Sense 3.0 at no extra cost, which includes adaptive cruise control, lane departure warning, high-beam assist, and more.

If you don’t like all that chrome, Toyota does offer most of those features on other Tacomas—but only if you’re willing to pay a little more. The TRD Off-Road, for example, gets you a large touchscreen for an extra $845 and heated seats for an extra $585. It doesn’t have the adaptive suspension.

But the Tacoma Limited has its own unique qualities. Look beyond the chrome and this truck excels as a premium midsize truck. Nearly everything you could possibly want and need is standard, it’s comfortable to drive, comfortable inside, and tough enough for the occasional trail ride. If you’re worried that the new Tacoma won’t live up to expectations, don’t be.

This is the last time you’ll see Lamborghini’s next supercar in camouflage. The Huracan’s successor will debut on August 16 at Pebble Beach, but there’s still some testing to do in the meantime. Spotted somewhere in Spain, the “Temerario,” as it’s called, looks striking even in disguise. And yes, the signature hexagonal theme is still very much there.

Not only are the exhausts hexagonal, but so are the taillights that flank them. It’s worth noting that the Huracan Tecnica also has hexagonal tips, but the motif is more pronounced here thanks to the larger, centrally mounted single exhaust. We like the look of the rear bumper with its shaved corners, leaving those big tires partially exposed. Between the two is an aggressive diffuser that incorporates F1-style lights.

To the left and right of the license plate, vents help cool the engine. That growl you hear is no longer coming from a naturally aspirated V-10. Instead, the engine bay now houses a newly developed twin-turbo V-8. It’s rated at 789 horsepower and 538 pound-feet of torque, but it’s not alone. There are three electric motors, pushing the combined output to more than 887 hp. Oh, and did we mention the engine has a 10,000-rpm redline?

Up front, it’s easy to see the Revuelto’s inspiration in the “Y”-shaped daytime running lights—another design element we continue to see on modern Lamborghinis. The lower lights are shaped like hexagons because that’s what they are. The exotic Italian brand has been using hexagons since the Marzal concept in 1967.

Lamborghini has previously said this will be an all-new car. Don’t expect an Audi R8 twin because that’s not happening. Audi, which owns Lamborghini, has said goodbye to its mid-engined supercar for good. The last car was built earlier this year, and there are no immediate plans for a replacement. An electric successor will follow at some point.