Report: Evo Successor Might Be a Hybrid Mitsubishi Outlander Sport

The Mitsubishi Lancer Evolution is set for the chopping block after the 2015 model year, but there's no need for worry since a successor is on its way. Or is it? More on Motortrend.com:2015 Mitsubishi Lancer Evolution MR First Test Managing director of Mitsubishi U.K. Lance Bradley hinted to Auto Express that the next Evo could come in the form of a high-performance version of the next-generation Mitsubishi Outlander Sport crossover (called the ASX in Europe). Bradley says that a redesigned version of this compact crossover launches next year in both standard gasoline and plug-in hybrid forms, and suggests that a performance variant would be a candidate to continue on the Evolution nameplate. Details are slim at this point, but this hypothetical high-powered crossover would use Mitsubishi's gas-electric hybrid technology and route its power through all four wheels.

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396-hp Golf GTE Sport hybrid concept is a carbon-fiber tease

VW debuts carbon-intensive plug-in hatch at Worthersee as a hint at future tech

Volkswagen has used this year's Worthersee tuning festival in Austria to reveal the latest in the line of GTE hybrid concepts, debuting alongside the positively mental Audi TT packing 600 hp. The Golf GTE Sport concept picks up where the last hybrid concept left off, combining blistering perfomance while retaining a measure of green cred.

The Golf GTE Sport hatch is powered by a 1.6-liter turbocharged inline-four engine borrowed from the Polo R WRC (World Rally Car) along with two electric motors, one in the front and one in the back. Together, the engine and the two motors churn out 396 hp and 495 lb-ft of torque, which is enough to propel the hatch to 62 mph in just 4.3 seconds when all three powerplants are working together -- kind of like robots from Japanese cartoons that combine to form one large robot. As other GTE family concepts, the Golf can function in all-electric mode with a maximum range of 31 miles, while boasting fuel economy of 141.2 mpg (In the Euro cycle).

And, like other recent GTE concepts, the Golf can function in E-Mode, running completely on electricity after being charged, in hybrid mode which engages regenerative braking to help the battery, and in GTE Mode with all three units working together.

Car Reviews 2015 Volkswagen Golf GTE first drive

What is it?The new VW Golf GTE is the very first series production Volkswagen model to come with a plug-in hybrid drivetrain -- a development that provides it with a 0-62 mph time of 7.6 seconds, ...

The Golf GTE Sport concept can hit 62 mph in just 4.3 seconds with all three motors working together. Photo by Volkswagen

Composed largely of carbon, this concept hatch features doors that open upward like in the production XL1 hatch, while the interior offers two separate areas for the driver and the passenger, as in motorsport cars. The interior contains plenty of other features inspired by racing layouts, including a steering column that extends far into the cocoon-like cockpit. Instrumentation is displayed on three transparent screens which are positioned one behind another, with the smallest being the closest to the driver.

There's no use in calling up your local Volkswagen dealer -- the Golf GTE Sport isn't headed to showrooms anytime soon. But other GTE concepts such as the Sport Coupe GTE that debuted at the Geneva auto show just a couple of months ago, and the C Coupe GTE from the Shanghai auto show stand a much better chance of making it into production, along with most of the hybrid tech if not the carbon bodywork.

Geneva Motor Show Volkswagen Sport Coupe Concept GTE debuts at Geneva auto show

This week Volkswagen unveiled the Sport Coupe Concept GTE at the Geneva motor show. Said to debut a new design language for the brand, the Sport Coupe Concept GTE features a crisp form and repeating ...

The interior is pretty futuristic, to put it mildly. And you won't see it in the Golf anytime soon. Photo by Volkswagen

Besides, there is already a Golf GTE that's a plug-in hybrid (not in the States), though its 0-62 time is nothing to write home about; it majors in fuel economy. But with a starting price of $48,440 across the Atlantic, are we ready for a plug-in hybrid Golf over here?  Perhaps if the production version boasted a 4.3-second sprint to 62 mph it could be worth it. For now, this concept is staying on the drawing board.

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2015 Land Rover Discovery Sport Tested: Roomy But Not Zoomy

Land Rover seemingly loves oddly proportioned vehicles. Look at the LR4: A concrete parasol could hardly look more top-heavy. And since the Holden Efijy never went into production, the Range Rover Evoque became the industry’s first factory lead sled, albeit one with its skirts hiked up over muck boots.

The new Discovery Sport is another creatively proportioned Rover. In photos, it looks compact, but to see it in person is to do a double take at just how diminutive it is. It looks like it’s always farther away than it is. At 180.7 inches long, it’s about nine inches longer than the Evoque but still a couple inches shy of competitors like the Audi Q5 and the BMW X3.

It feels small from the driver’s seat—in a good way. There’s sufficient space, but sightlines give a good feel of where the car’s corners are. You sit high, with a nice view down through the side windows and over the hood. The back seat is likewise spacious, with ample room for six-footers to sit behind six-footers. Here, too, visibility is excellent—certainly better than in the Evoque, with its style-over-substance roofline pinching the rear windows to almost comedic slits. Then again, the Discovery Sport is a real vehicle, whereas the Evoque is a fashion accessory, a turbocharged purse poodle. Land Rover offers a third-row seat in the Disco Sport, but our test example didn’t have it. Nor did we want it. Third-row seats in trucklets this size tend to be so small that children outgrow them at about the time they become self-sufficient enough to sit that far out of Mom and Dad’s reach. However, no other luxury ute in the Discovery Sport’s size offers a third row, so if your only requirements are that neighbors be impressed by your key fob and seatbelt count, then you should know that the third-row seat is a $1750 option that includes HVAC vents and a USB port for the wayback inmates.

Delayed Gratification

We have other requirements, however. Chief among them in this class is a refined powertrain. The Disco’s cannot be described as such. The 2.0-liter turbocharged four feels overly stressed by the vehicle’s 4319 pounds, first lagging and then pouring on too much power when the boost arrives. The transmission, ZF’s new nine-speed automatic, is complicit in our dissatisfaction, with harsh upshifts even under light throttle and slow downshifts. The powertrain isn’t always glaringly out of sync with what the driver’s right foot asks for—though sometimes it is—but it is always at least a little bit off the rhythm. And a drummer who’s even a couple of beats slow is going to throw off the whole song. Luckily, Jaguar Land Rover has a new family of four-cylinder engines on the way—they could arrive to help the Sport as soon as next year—which hopefully will also improve on the Disco Sport’s 7.4-second zero-to-60 run. That’s more than a full second slower than the four-cylinder BMW X3 manages.

While the Discovery Sport’s ride is suppler than the sportier Evoque’s on smooth roads, over bumps it is still awfully flinty. Eighteen-inch wheels are standard, but our example was fitted with optional 20s. We’d be very interested to see how much the smaller wheels and tires help the ride. Without the Evoque’s sporty mien, our skidpad laps in the Disco ended in gross understeer at just 0.78 g. All of the vehicles in our last roundup of this class handily topped that number, but the Rover’s 179-foot stop from 70 mph is competitive.

Land Rovers: Cheaper than Lunar Rovers

Competitive also describes the Discovery Sport’s price. The base SE starts at $38,065, undercutting the X3 by about $1500 and the Q5 by more than $2000. But by the time you move up to the top-of-the-line HSE Luxury like we tested—which brings features such as upgraded leather upholstery and navigation, on top of the HSE’s power rear liftgate, fixed glass roof, and more—the sticker climbs to $46,565. Add in the $1600 Climate Comfort package (heated and cooled front seats, and heating for the rears, the steering wheel, and the windshield), the $800 Driver Assist Plus package (automatic emergency braking, lane-departure warning, traffic-sign recognition), and $1500 for 20-inch wheels, and the tab bloats to $51,570.

A base LR4 starts at $51,395—and includes a third row that seats real people in actual comfort. But bumping up against the size-up offering is always the problem with optioned-up entry models. The size and fuel economy of the concrete parasol may not appeal to all Rover buyers in America, who last year bought 12,440 Evoques versus 4679 LR4s. In fact, vehicles branded Range Rover outsold the LR series by more than five-to-one. Our complaints about the Disco Sport’s ride and powertrain are the same we have concerning the Evoque, and it sells in spite of those shortcomings, so perhaps the more-spacious, more-comfortable Discovery Sport will help Land Rover right that imbalance in the sales ledger.

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2015 Range Rover Sport SVR first drive: A true track-ready off-road machine

The Mercedes G63 AMG gets a competitor in the super-ute category

What is it?

How ‘bout the SUV with the “broadest range of capability” on Earth? That’s how Land Rover describes its new Range Rover Sport SVR, and it’s not getting a lot of argument from us. The SVR is pretty swanky, to boot.

The 2015 Range Rover Sport SVR is an evolution of the Range Rover Sport introduced for 2014, and a noteworthy evolution at that. It’s the first Range Rover badged “R,” and the first vehicle from Jaguar Land Rover’s new Special Operations group. It’s also the fastest, most powerful Range Rover ever.

Special Operations was created in June, 2014 with its own tech center in the UK Midlands, under the direction of Paul Newsome—recruited from Williams Advanced Engineering (as in Formula One). It’s a captive tuner for JLR in the mold of Mercedes AMG or BMW M, yes, but Special Operations is more. It will also build custom-order bespoke vehicles, manage heritage and restoration through a new vintage workshop in Browns Lane, Coventry, and develop ultra-swanky, ultra-luxurious vehicles for serial production, including the Range Rover SVAutobiography introduced at the New York auto show. The Range Rover Sport SVR is Special Operations’ first vehicle to market.

The SVR has distinctive leather sports seats with bolstering more common in high-performance cars. Photo by Land Rover

The SVR tweaks start under its aluminum hood, where power and torque increase 40 hp and 41 lb-ft thanks to an uprated 5.0-liter supercharged V8 (to 550 horsepower, 502 pound-feet peak). The gain is a function of more supercharger boost and a new Switchable Active Sports Exhaust, which makes the SVR sound more like a Jaguar F-Type than a Range Rover under full-throttle, with the same cackle under deceleration.

With the power increase, the SVR’s eight-speed torque-converter automatic is reprogrammed. Shifts are 50 percent quicker, according to Range Rover. The control program takes greater account of throttle gradients, brake inputs and lateral acceleration loads in its shift strategy, and it blips the throttle during downshifts.

Suspension upgrades include re-profiled air springs, more aggressive Active Roll Control (Range Rover’s replacement for conventional anti-roll bars) and re-tuned adaptive shocks, which deliver a broader range of damping rates and a higher peak. Bushings are stiffer, and Range Rover says the SVR raises peak lateral acceleration 20 percent compared to the standard Sport--on the SVR’s standard all-season Continental tires. The Brembo brake package adds 15-inch rotors in front and six-piston calipers. The standard SVR wheels measure 21 inches in diameter, with optional 22s.

The Range Rover Sport SVR produces 550 hp at 6,500 rpm and 502 lb-ft of torque at 3,500 rpm. Photo by Land Rover

The performance tweaks are the sort one expects from a manufacturer’s captive tuner, and to good effect. The SVR sprints from zero to 60 mph in 4.5 seconds, according to Range Rover, with a top speed of 162 mph. The company claims that during more than 1000 development laps around the Nürburgring’s 13-mile Nordschleife, the SVR turned a best lap of 8 minutes, 14 seconds. For reference, that’s quicker than published times for an impressive range of cars, including the BMW 1 Series M, the Lexus IS-F and the current Chevy Camaro SS.  

But remember: the SVR is a Range Rover, and its air suspension still provides a couple inches of ride-height adjustment. It comes with a dual-range transfer case and locking differentials. With 21.5 inches of wheel articulation and a 33.5-inch wading depth, the SVR delivers off-road advantages SUVs like a BMW X5 M or Porsche Cayenne Turbo S can’t match.

On the outside, this Rover gets what will be SVR’s signature look: A gloss-black finish for the front and rear valances and various other aero and trim pieces. In front, the intakes are larger to feed more air to the intercoolers and help cool the brakes. The SVR’s deeper, more aggressive lower front bumper can be removed for off-roading.

The SVR's range-topping 5.0-liter supercharged V8 gets more boost in this application. Photo by Land Rover

Inside, the SVR gets unique sport seats and standard Dark Engine Turned Aluminum trim, or the full carbon-fiber treatment for an extra $2,300. The rear seat is more sculpted than that in the standard Sport—more like individual buckets that replicate the front seats, with a flat spot in the center and individually reclining backs. The rear seats still fold more or less flat, opening 62.2 cubic feet of cargo volume.

The Range Rover Sport SVR debuts this summer at $110,475, plus a $995 destination charge. Add about $15,000 for all the standard options, and it’s still $30,000 less than the least expensive 2016 Porsche Cayenne Turbo S.

The SVR weighs in at 5,158 pounds, but moves like a much lighter vehicle. Photo by Land Rover

How's it drive?

Like a very powerful SUV with an almost amazing breadth of capability. Range Rover’s introduction at the Monticello Motor Club in New York demonstrated as much.

It started in hills and fields adjacent to the race track—flooded in spots to create ponds and mud bogs for good measure. With ride height maxed upward and the transfer case in low range, the SVR inched-up up loose, 40-degree hills, and then back down. It crawled laterally across and around those inclines without sweat, or over big rocks, and it forded water two feet deep and flung yuck up its flanks as it rolled through six inches of mud. And thanks to hill-descent control and other electronic wizardry, it went down the hills without brake or throttle intervention and up or around or through with only modest awareness of momentum on the driver’s part, no special off-road technique necessary. It was only a hint of what the SVR might do with more purpose-specific tires.

Then, after a pause to hose-off the mud and up-inflate the all-season tires, the same SVR pulled onto the paved road circuit at Monticello and flew.

The bucket-like rear seats offer additional lateral support during driving. Photo by Land Rover

A lot faster than anyone really needs to go in an SUV. The re-tuned transmission is plenty aggressive in full automatic operation on track. It kicks down readily and holds gears through corners, and it’s never in a hurry to shift up. It picks and keeps the right gear. And if you actually shift manually, it’s never going to override your wishes, unless you think you can downshift to second at about 130 mph.

You’ll definitely feel the SVR’s mass and height, though the impression might have been exaggerated running laps the same trip in a 2016 F-Type. The SVR still tracks unflappably at what feels like a full lateral g through sweepers. The height actually makes it easier to hit the turn-in points and apexes, and it contributes to a feeling of confidence in the driver’s seat.

The default torque split is 50 percent front, 50 rear, but Range Rover says it has tuned a little more rear-wheel bias into the SVR. It’s nonetheless the front wheels that tend to lose traction first, though the understeer is never excessive. The steering feels nice, making it easy to read the push, and it’s accurate. The SVR is always controllable and consistent, and really quite amazing for a big box on wheels. Whether or not a Porsche Cayenne Turbo delivers more pleasing transient response or racier reactions on a track, we’re not able to say. The smaller, lighter Porsche Macan GTS does, and we’re pretty sure that counts as an SUV. 

During testing and development, the SVR recorded a Nordschleife lap time of just 8 minutes 14 seconds, a staggeringly fast time for a production SUV. Photo by Land Rover

We’re less sure what formula weighs a slight gain or loss in race-track performance against more or less capability on rocky hills or muddy trails, but like we said—we’re not arguing. The Range Rover SVR makes a solid case for the broadest range of performance among current SUVs.

Then there’s the job most buyers are likely to use the SVR to complete, which is getting from place to place on freeways, boulevards and streets through crowded city centers. In this context, the SVR’s air suspension never feels close to stiff. With the exhaust in its tame mode, it’s nice and quiet. The expansive greenhouse and commanding view out keep the driver on top of just about everything, with the dynamic response to react to anything—or to deal with pestering, bad-mannered wankers in their annoying 435is. There’s a lot of space and true British luxury, pragmatically presented in high style. The SVR makes great road transport, especially for a group, and it’s very useful in the practical sense. 

Whether or not you’ve climbed aboard the SUV wagon, it’s easy to understand the value in breadth of capability, and the appeal of a Range Rover Sport SVR.

The Range Rover Sport SVT manages to be as good off-road as it is on the track -- a remarkable achievement. Photo by Land Rover

Do I want it?

If you want the broadest range of capability in an SUV, why not?

Even if you don’t want an SUV, you have to like what’s going on at Jag LR--including the establishment of a Special Operations office to build vehicles like the Range Rover Sport SVR. Credit goes to the Indian conglomerate Tata. JLR has finally found a home, with a parent company that seems to understand each brand’s strengths and is willing to spend appropriately to exploit them.

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World Motor Sport Council must approve F1 Strategy Group's proposed changes

Faster cars, refueling stops, fatter tires all on the table for discussion

Time will tell how much last Thursday's meeting of the Strategy Group will actually change the direction of Formula One.

The group -- featuring the top teams, Bernie Ecclestone and the FIA -- met in England amid ever-loudening voices calling for urgent measures to turn around the series in the face of flagging audiences, disinterested sponsors, and struggling teams and promoters.

Afterwards, the FIA announced that teams will be able to choose their own tire compounds beginning next year, but Pirelli immediately voiced its doubts and concerns.

Also getting the green light was faster and louder cars for 2017, with a 6 second-per-lap boost to be achieved through aerodynamics, higher revs, fatter tires and lighter cars due in part to the return of in-race refueling.

"It was a good meeting," Mercedes team boss Toto Wolff told Germany's Bild am Sonntag newspaper. "We want to build the fastest cars in the world, and now we will. That was the best moment: when everyone raised their hands to vote for building the fastest cars of all time."

However, before any of the changes can be set in stone, they will have to pass through the World Motor Sport Council, which will not meet until mid-July in Mexico.

Wolff acknowledged that reintroducing refueling, for example, is in fact still being looked at.

"Refueling was banned because of cost and because the pitstops were taking too long," he told the BBC. "But we want to re-explore it and see if we can make pitstops for fuel and tires happen in the same time it takes to change the tires now. (But) if it's too expensive, we won't do it."

The fact that the notoriously divided teams are still in the discussion phase is causing some to wonder if the changes will really ever see the light of day.

"Basically, nothing was decided, but this is not surprising," F1 legend Gerhard Berger told Germany's motorsport-magazin.com.

"Everything will remain as it is," Berger predicted.

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2015 Land Rover Range Rover Sport SVR First Drive [w/video]

2015 Land Rover Range Rover Sport SVR First Drive [w/video]How To Do Everything, FastImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Chris McGrawImage Credit: Chris McGrawImage Credit: Chris McGrawImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth MiersmaImage Credit: Seyth Miersma2015 Range Rover SportMSRP$63,350ShopReviewsMore Photos2016 Land Rover Range Rover Sport HST2016 Land Rover Range Rover Sport HST: New York 2015Land Rover Range Rover Sport Hybrid hauls an AirstreamLand Rover Range Rover and Range Rover Sport Diesel2015 Land Rover Range Rover Sport SVR: Monterey 20142015 Land Rover Range Rover Sport SVR: Monterey 2014Seyth Miersma

Vital StatsEngine:SC 5.0L V8Power:550 HP / 502 LB-FTTransmission:8-Speed Automatic0-60 Time:4.5 SecondsTop Speed:162 MPHDrivetrain:All-Wheel DriveEngine Placement:FrontCurb Weight:5,148 LBSSeating:2+3MPG:14 City / 19 HWYBase Price:$110,475As Tested Price:$126,360Perhaps you live on a bucolic estate, hardily guarded by rocky terrain or deep forest, yet with access to one of the world's great super highways. Or are a reclusive country millionaire, sneaking from your abode in the remotest part of Talladega County to rip off joy rides down 'Dega's back straight.

Creating an owner-template to suit the wide-ranging abilities of the Range Rover Sport SVR is a silly exercise. Land Rover proved as far back as the Range Rover Classic that one could blend the seemingly unmixable talents of off-road ability and high luxury into a salable tincture. Outright speed and handling performance is simply the newest aspect of that luxury, despite the disparate nature of racetracks and muddy ruts.

It's not a new formula. Porsche ships more Cayenne tonnage than any of its other models. BMW will sell you a 567-horsepower M utility vehicle in X5 or X6 flavor, painted to match a KLM stewardess. Mercedes counters with a 518-horse M-Class that vents biturbo V8 exhaust like a Berliner drum and bass DJ. And Land Rover has been effectively supercharging its own Range Rovers for a while now, though none to so potent an effect as this 550-hp SVR rocket wagon.



Range Rover's newest product creates blue sky between it and its competitors with legitimate off-roading prowess. The all-wheel-drive system is permanently active, and can be quickly bolstered with a two-speed transfer case with a low range. The system defaults to a 50/50 front/rear torque split, but 100-percent of twist can be routed to either axle via a central differential using a multi-plate clutch. There's a rear diff, as well, which will lock up to drive torque to the wheel with the most grip.

I drove over rocks, through deep mud and puddles, and wove deftly up and down grades on a short trail that the Land Rover minders had constructed. All of which was far less aggressive than any true ORV-fan would hope for, but instructive in the vehicle's abilities, nevertheless. Essentially the Terrain Response 2 system makes going off road plug and play; set the dial to match your surroundings, watch that you don't clip your mirror on a tree, and the Rangie will blithely chug on. I'd be a lot more worried about damaging one of those 22-inch wheels than cresting a challenging ridge.

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Off-roading with poise is part of the Range Rover DNA. So that half of the SVR personality only seems outlandish in contrast with its standout quicks. The tale of the tape is impressive and incongruous: 550 horsepower and 502 pound-feet of torque driving 5,148 pounds to 60 miles per hour in 4.5 seconds, and up to 162 at the upper reach. That's a staggering output, even for a heavy truck, and more accessible on a day-to-day basis than the mud-chugging bits.

Starting out in New York's crammed SoHo neighborhood, my drive route took me out of the city aiming 100 miles to the northwest for the Monticello Motor Club. Dicing with city traffic proved simple in the muscly SVR. Visibility was excellent thanks to the ride height and glassy cabin, and the sharp throttle response helped me hit traffic gaps just as they opened up. Anyone that says 550 horsepower is overkill for commuting hasn't done enough research.

Useful or no, it was more entertaining to use all of that power as the roads opened up and got curvy. As the landscape changed, I flipped the familiar drive mode switch into Dynamic and tapped the shift lever to Sport. The eight-speed automatic transmission aggressively held on to lower gears as I picked up the pace, and the unmuted exhaust flooded the cabin with every stab of the throttle. You might take issue with the SVR for a number of reasons, but its sonic punch won't be one of them. Close your eyes, listen to for a fourth-to-second downshift, and you'll swear you're hearing Jaguar's F-Type R roar forward.



Handling on those same great A-roads leading to the track was superb, and at least up to snuff with the likes of the Cayenne, et al. Steering effort from the electrically power assisted rack is low, but response is quick, even, and effortless. There's something uncanny about getting a SUV this large to change direction so quickly, but I was able to avail myself of great corners with great confidence. Ride quality is excellent, as well. The air suspension mitigates impact harshness that you might expect from those strappy 22-inch dubs, and generally levels the drive without wallowing in the bends.

Over the years I've driven fast SUVs from Jeep, BMW, and Porsche on tracks across the globe. My typical response to this unnatural test of dynamic range is something along the lines of, "Hmm, better than I expected." The magics of traction control, good tires, and great spurting gouts of power are powerful persuaders.



The SVR is convincingly the most track-ready Range Rover that I've ever encountered, but it doesn't veer from the formula above. A heavy body and high center of gravity are evident at speed, though in my few laps I found all tamed well enough that I could turn some quick corners. That fast, efficient steering I'd enjoyed on the road held up at track speeds, even surprising me with willingness to make mid-turn corrections. I also got a few giggles after finding I could tighten my entry with some lift-off oversteer. If I have to compare the odd experiences, I'd say that BMW's X6 M is more technically proficient (with pin-sharp engine response) than the SVR, but the Range Rover felt less high-strung and edgy on a circuit. (If ever SCCA opens a four-wheel-drive, over 5,000-pound class, there'll be a hell of a fight for the podium.)

Mostly I wanted to use the AWD to throw down all that beautifully soundtracked power coming out of the corners. The track setting offers a richer version of something that every SVR owner should delve into when they have a clear road and an itchy trigger foot.

I'm not totally convinced the go-fast styling of the SVR is an improvement on an already attractive Range Rover Sport. But it's fair to note that I feel the same way about the M and AMG versions of those BMW and Mercedes SUVs ­– perhaps I just don't like the genre. Embellishments to the exterior and interior are uniformly applied, with a ready-for-sport vibe ladled on by way of body kit, black accents, and carbon-fiber trim. I found the seats to be wonderfully suited to their task of keeping my ass in one spot, though I can't quite endorse their comic-book-body-armor design. (Seriously, are they trimmed in Power Ranger hide?)



There is, of course, and amped-up price point to go with all of this enhanced power and design. And again, it's right in line with the German über sleds. Land Rover will ask $111,470 (that's including the $995 destination fee) for each SVR it sells. That's a jump from the $99,650 BMW X5 M, though the Range Rover has greater off-road chops and a fuller base options set. The Porsche Cayenne Turbo requires $115,695, the Mercedes ML63 AMG is $99,325. You pay your money and you take your choice when it comes to which brand you love the best, but you see that everything in this class is effectively six figures out the door.

I doubt that many Range Rover Sport SVR owners will spend a great deal of time driving on either the track or a true off-road course. But, in a segment of vehicle that defies logic, I like that the SVR has limits in the extreme ends of both worlds. That's what you're paying for, after all.

More importantly, as a vehicle that's so easy to enjoy in real-world situations, with a world-class exhaust note and a superlative pedigree, buyers should be thrilled to have this bimodal beasty in the garage. The SVR may cross circle drives and lawns more than high-speed ovals and mountains, but even the suburbs need heroes.
Featured Gallery2015 Land Rover Range Rover Sport SVR: First Drive

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Volkswagen Golf GTE Sport Concept debuts at Worthersee

Volkswagen Golf GTE Sport Concept debuts at Worthersee396-HP Plug-In Hybrid "Bridges The Gap Between Road Cars And Racing Sport Cars"2015 GolfMSRP$19,295ShopReviewsMore PhotosVW Golf In Autostadt2015 Volkswagen Golf GTD Variant: Geneva 20152015 Volkswagen Golf SportWagen2015 Volkswagen Golf GTD VariantVolkswagen Golf SportWagen and Passat HyMotion2015 Volkswagen GolfSteven J. Ewing

Do you like hot Volkswagens? So do we. And that's why the annual Wörthersee festival in Austria is a treat. It's where the Volkswagen Group shows off some performance-minded concept cars, like the GTI Clubsport or the 600-horsepower Audi TT. But VW wants to show that it's possible to increase performance while still maintaining some eco-friendly dignity. And that's where this striking Golf GTE Sport Concept comes in.

The concept is powered by a three-motor plug-in hybrid system. There's a 1.6-liter turbocharged inline-four up front, with electric motors mounted at each axle. Total output is said to be 396 horsepower, which is enough to move the all-wheel-drive hatch to 62 miles per hour in 4.3 seconds, on its way to a top speed of 174 mph. It can drive under full electric power, act as a traditional hybrid, or go into full "GTE" mode, where the engine and both motors are on full assault.

Its styling is definitely forward-thinking, with angles and creases abound. But it still retains that signature Golf C-pillar design, with a two-tier adaptation first seen on the outrageous GTI W12-650 concept from 2007. The body is largely constructed from carbon fiber and has doors that swing forward and up (think BMW i8). Volkswagen says the Golf GTE Sport Concept "bridges the gap between road cars and racing sport cars."

That's evident inside the car, too. There's a rakish dashboard with a three-tier instrument display setup, and a very aggressive cockpit design for the two-seat cabin. Five-point seatbelts on each chair and a racing-inspired steering wheel really drive home the performance mindset of this concept.

There's a lot more to learn in the detailed press release below. Check it out, but not before scrolling through the image gallery above. This one's certainly a looker.

Show full PR textWorld premiere of the Golf GTE Sport: Plug-in hybrid sports car catapults the GT idea to the future

- Lightweight and high-strength body of the Golf GTE Sport is made of carbon

- Concept car with a top speed of 280 km/h is a zero emission vehicle and a race car in one

Five key facts about the Golf GTE Sport:
1. Golf GTE Sport is powered by a 295 kW / 400 PS plug-in hybrid system
2. Progressive Golf GTE Sport bridges the gap between road cars and racing sport cars
3. Avant-garde exterior design of the Golf GTE Sport perfects the idea of C-pillars with two-level construction
4. Golf GTE Sport debuts with digital instruments arranged on three levels and tailored to motor racing
5. Golf GTE Sport accelerates to 100 km/h in 4.3 seconds and has a top speed of up to 280 km/h on the racetrack

Wolfsburg / Reifnitz, May 2015. Ringing in a new era: with the Golf GTE Sport presented as a world premiere at the legendary GTI event at Lake Wörthersee on 14 May 2015, Volkswagen is catapulting the GT tradition into the future. The high-tech Golf that is largely made of carbon is powered by a total of three motors – combined in a plug-in hybrid drive with system power of 295 kW / 400 PS. The concept car breaks down traditional barriers between road and motorsport vehicles. Its progressive hybrid system in combination with the high-tech all-wheel drive, a lightweight body, optimum aerodynamic downforce, precision running gear based on the design of the current Golf GTE, a new motor racing cockpit (including visualisation of the racing line) and an unusual seating concept (two monocoque-like interior areas) enable breathtaking performance on the racetrack. At the press of a button, however, the concept car is able to cover a distance of up to 50 kilometres on electric power alone and hence with zero emissions.

Drive system from motorsport and research

World Rally Car TSI engine. The 1.6 litre TSI (turbocharged direct-injection engine) adapted from the superb Polo R WRC (World Rally Car) is accommodated in the engine compartment at the front of the car. It delivers 220 kW / 299 PS and maximum torque of 400 Nm. Volkswagen has already won the World Rally Championship twice with this engine. In the Golf GTE Sport the four-cylinder masterpiece is assisted by two electric motors. The engineers positioned the first electric motor at the front (in the housing of the 6-speed dual-clutch gearbox). It develops 85 kW / 115 PS and maximum torque of 330 Nm. The second electric motor is located at the rear with the same power output but torque of 270 Nm. The total torque of the drive system is 670 Nm. Whenever possible, the concept car is powered solely by electricity without producing any emissions. In sporty "GTE mode" all three motors work together, giving the all-wheel-drive Golf GTE Sport a standstill to 100 km/h time of 4.3 seconds and a top speed of 280 km/h. In the NEDC cycle for plug-in hybrid vehicles the sports car consumes just 2.0 l/100 km/h.

Pure-bred sports car.

Balanced for the Nürburgring north loop. The concept of the Golf GTE Sport has been designed so that the car is at home in both normal road traffic and racetrack conditions. Accordingly, the drive, suspension, body and interior all follow the principle of a pure-bred sports car. The drive system offers maximum agility, the suspension displays maximum neutrality in interaction with the all-wheel drive, the carbon body is lightweight and with its balanced aerodynamics it virtually adheres to the road. The driver ergonomics bridge the gap to motor racing, and with optimum weight distribution and a low centre of gravity the overall package ensures that a lap around racetracks such as the north loop of the Nürburgring is a unique driving experience.

Interior rings in a new sports car era

Two-seater race car. The driver and passenger board the two-seater interior of the Golf GTE Sport through doors that swing right up in the style of the XL 1. The doors extend a long way up into the roof and down into the side sills, resulting in convenient boarding when they are opened upwards. The interior in carbon and microfibre consists of two completely separate areas for the driver and passenger. Like in motorsport vehicles, they sit quite a long way to the back on racing bucket seats with five-point belts. Accordingly, the steering column that is entirely clad in carbon projects a long way into the interior where it appears to float – a further characteristic feature of a rally car or touring-car racer. The functional elements are operated via controllers and buttons in the cocoon-like interior trim. The gearbox of the Golf GTE Sport can also be operated manually with shift paddles on the motorsport steering wheel.

Instruments on three levels. The instruments featuring a completely new design have been specially coordinated for the configuration of the driver's workspace. The Volkswagen interface designers opted for three transparent displays arranged behind one another on which all relevant information is displayed. On the smallest display at the front (closest to the driver) information such as the selected gear and the recuperation status is displayed; information that is only sporadically checked from the corner of the eye whilst driving. The centre display has secondary yet more complex information such as the power currently delivered by the drive (power meter) and the boost intensity of the plug-in system (electric boost). Information such as the current speed and the range are constantly in the driver's field of vision on the third and largest display. In addition, in "GTE mode" not only is the current lap displayed (e.g. 9 of 16), but there is also a virtual indicator of the ideal driving line – valuable assistance for safe and fast driving on complex racetracks such as the aforementioned Nürburgring north loop.

Ergonomic perfection. The clearly arranged multifunction switch for starting and stopping the hybrid drive and controlling the 6-speed DSG is ideally positioned to the right of the driver for easy access. Right next to it there is a control panel for further vehicle functions; these include a button for activating a fire extinguishing system similar to that used in motorsport. Furthermore, the passenger is also supplied with data via a display in his interior segment. In "Info Mode" the current speed, the gear currently engaged and the engine speed can be displayed. If the passenger switches to "Data Mode" he can call up the vehicle acceleration and lateral force figures (g- forces). It is not only the use of carbon, but rather a general lightweight design that saves weight in the interior. For example, the loops for opening the doors are made of the same synthetic fibre as the five-point belts. Moreover, extremely elaborate ergonomics prevail in every detail. The operating mode switch for selecting "E- Mode", "GTE-Mode" or "Hybrid-Mode", for example, is situated in the roof, like in a jet plane.

Body design and concept

Extremely lightweight. The body of the Golf GTE Sport is largely made of lightweight carbon. As both a brand and a group, Volkswagen is a trailblazer in the industrial use of this material. For example, like the exterior of the Bugatti Veyron 16.4, the body of the Volkswagen XL1 is also made of carbon. The high-strength carbon body of the Golf GTE Sport therefore weighs much less than a comparable steel body.

Side profile. The design concept of the Golf GTE Sport manifests itself in the car's striking silhouette. Here, Volkswagen is continuing the idea of C-pillars with a two-level design originating from the 2007 Golf GTI W12-650, which has been constantly further perfected in various concept cars. On the Golf GTE Sport that is now being presented, this C-pillar concept, which is unique worldwide, has reached a degree of perfection that allows it to leave the show car stage and – as a design vision – bridge the gap to the Golf GT models of the future. The basic styling of these pillars (like the string of a bow taut with an arrow) follows the unmistakable Golf design, but at the same time feature some completely new C-pillar details: behind the level visible from outside a second one opens up. The airstream flows between these two levels and is contributing to the aerodynamic downforce and to the cooling of the rear brake system. Stylistically, this concept means that the rear section (like the front section) is extremely wide. By contrast, the passenger cell between the A-pillar and the interior part of the C-pillar becomes narrower when viewed from the front to the rear – an avant-garde interplay of extremely powerful shapes.

Doors and sills fold upwards. As described, the concept car painted in pearlescent "White Club" has two gullwing doors that swing forwards. The upper part that extends a long way into the roof is entirely made of dark visible carbon. A large part of the side sill is integrated in the door cutout. The three-dimensional body of the sill is enhanced at the top in the door section with an area in dark visible carbon. Further features on the side profile in visible carbon are the door mirror caps, the door window frames and the lower sill area. This part of the sill is designed as a splitter, i.e. a thin and sharp aerodynamic element, a feature familiar in motorsport. The side sill is framed by the new 20-inch alloy wheels fitted with tyres in format 235 at the front and 275 at the rear.

Front. With the front section of the Golf GTE Sport the Volkswagen design team is impressively illustrating how the Golf GT models could develop in future. On the concept car, the designers removed the striking blue radiator grille line of the Golf GTE production model from the grille and positioned it below the bonnet as a blue crossbar running across the whole width of the front. Below it, three further crossbars in black chrome look extend across the centre air inlet. The high-gloss black air inlet grille itself has the honeycomb structure typical of GT models. A further air inlet below the crossbars is framed at the top and to the sides by a striking aerodynamic element (also made of carbon). A double spoiler, also designed as a splitter, rounds off the front. Here, too, carbon is used.

LED headlights and daytime running lights. All electric and plug- in hybrid models from Volkswagen have C-shaped LED daytime running lights as a distinctive feature, and the Golf GTE Sport is no exception. Here, they frame the whole radiator grille unit at the sides, and in the top area there is an almost seamless transition from the LED daytime running lights to the extremely narrow and sharp LED headlights.

Rear. Never before has Volkswagen realised such a charismatic and sporty rear for a Golf. Here, too, the two levels of the C-pillars are a defining stylistic feature giving the Golf GTE Sport a very wide and powerful appearance from the rear. The extended outer levels of the C-pillars at the rear – like the tail unit of an aeroplane – elongate the car together with the large roof spoiler. Typically Golf: the striking tailgate with a vertical downward angle at the level of the redesigned LED rear lights. At the top, the tailgate is limited by a black carbon roof spoiler – a wing that seems to hover in front of the tailgate at a distance of a few millimetres to the roof. The C-pillars that taper at an angle to the rear and the bumper merge into one another, with the latter projecting far above the line of the tailgate. As an imaginary continuation of the side strip made of visible carbon (above the sill), the top edge of the bumper also features visible carbon. Below this is an area painted in the body colour (with air outlets on the outside). The last level is a large diffuser made of visible carbon with the splitter that is also continued here. The round stainless steel trims of the twin-pipe exhaust system are integrated in the middle of the diffuser.

Drive – plug-in hybrid and electric propshaft

E-Mode – setting off on electric power. No Golf has ever had three motors before. But this one does. As described at the beginning, the combustion engine fitted by Volkswagen is a turbocharged 1.6-litre four-cylinder direct-injection engine (TSI) that produces 220 kW / 299 PS of power and a maximum torque of 400 Nm. The electric components consist of the lithium-ion battery and two electric motors. The front electric motor is integrated in the housing of the 6- speed DSG (DQ400E). Both electric motors have a power output of 85 kW. The total available system power is 295 kW / 400 PS. If necessary, the system drive power can be distributed to all four wheels thanks to the rear electric motor and an "electric propshaft". In normal operation the Golf GTE Sport drives just as quietly as the production Golf GTE that is already marketed. In "E-Mode" it is setting off purely electrically. In this case the concept car uses the battery that can be charged externally (but also whilst driving) to cruise without producing any emissions. It can cover up to 50 kilometres on a battery charge. When a defined minimum battery charge is reached, the 1.6 TSI is automatically switched on and the Golf GTE Sport drives in "Hybrid" mode. As soon as the battery reaches a certain charge level again, "E-Mode" can be reactivated at any time via a switch in the overhead console. In "E-Mode", the rear axle electric motor is first and foremost responsible for propulsion. When high demands are made on performance, the front electric motor is also activated to provide support.

Hybrid mode – silent coasting. As soon as the drive system or the driver deactivates "E-Mode", the Golf GTE Sport becomes a classic full hybrid with regenerative braking charging the battery and automatic utilisation of the right combination of TSI and/or electric motors according to the specific drive situation. When the driver releases the accelerator pedal, and the battery is sufficiently charged, all drive sources are shut off. This is referred to as "coasting". If the driver releases the accelerator pedal or brakes, and the battery is insufficiently charged, the two electric motors operate as generators and charge the lithium-ion battery with the energy recovered from braking. With the dual mode "Battery Hold" or "Battery Charge" the battery's energy content can be deliberately kept constant by the driver ("Hold") or increased ("Charge"). When the 1.6 TSI engine is the sole source of propulsion, the concept car is a pure front-wheel drive car.

GTE-Mode – the power of three hearts. The switch on board the Golf GTE Sport that is most important for dynamic performance is located in the overhead console. It bears the letters "GTE". When the driver operates this switch, the character of the Golf GTE Sport's drivetrain changes drastically in an instant because now the full system power of 400 PS is available. The turbocharged 299 PS petrol engine alone delivers immense propulsive power, and at this high level the electric drive components of the Golf GTE Sport assume an additional boost function. The boost effect is so strong that the drive unit would also perform well if used in professional touring car races: the Golf GTE Sport sprints to 50 km/h in 1.8 seconds, reaches 100 km/h in 4.3 seconds, and the maximum speed permitted in Austria, i.e. 130 km/h, in 6.5 seconds. On German motorways, the concept car reaches 200 km/h in 15.9 seconds. In "GTE-Mode" all four wheels of the Golf are driven.

All-wheel drive – "electric propshaft". In "GTE-Mode" and as soon as the situation necessitates it, the drive power of the Golf GTE Sport is distributed to both axles. In this case (and if battery charge is low), the front electric motor – which is now being supplied with kinetic energy via the TSI – acts solely as a generator and a source of electricity for its counterpart at the rear axle. Since the energy for driving the rear axle flows by wire and not mechanically here, this is referred to as an "electric propshaft". Because the TSI drives the rear electric motor via the front electric motor, the all-wheel drive system also operates when the battery's charge state is low – an invaluable advantage in terms of driving dynamics. The importance of the implementation of the "electric propshaft" for Volkswagen with regard to series production is demonstrated by the fact that the company has had the German equivalent of this designation protected under copyright law.Featured Gallery

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2011 Mitsubishi Outlander Sport Among Vehicles Recalled for Possible Windshield Defroster Problem | Edmunds.com

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WASHINGTON — Mitsubishi Motors North America is recalling 76,958 cars and SUVs, including the 2011 Mitsubishi Outlander Sport, for a possible problem with the windshield defroster, according to the National Highway Traffic Safety Administration.

The recall also includes the 2009-'11 Mitsubishi Lancer, 2010-'11 Mitsubishi Lancer Sportback, 2010-'11 Mitsubishi Lancer Evolution and 2009-'11 Mitsubishi Outlander.

"In the affected vehicles, the blower motor may fail," said NHTSA in its recall summary. "Failure of the blower motor may reduce the performance of the windshield defroster, diminishing the driver's visibility and increasing the risk of a crash."

Mitsubishi told federal safety regulators there are no reports of accidents or injuries linked to the recall.

The problem has been traced to "an inappropriate manufacturing process involving the blower motor," said Mitsubishi in a document.

"Initially, if this condition occurs, the blower motor may make an unusual noise," it said. "Continued use of the blower motor over time will result in increased noise and/or reduced blower performance.

Mitsubishi dealers will replace the blower motor. A date has not been set for the recall. Owners can contact Mitsubishi customer service at 1-888-648-7820.

Edmunds says: Owners of these vehicles should wait for their official recall notice and then schedule a service appointment. But if you have an immediate concern, it's best to contact your dealer now.

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