The Wheelbase Is Shorter As Well

Shanghai-based Nio has lifted the veils off their second production electric vehicle, the ES6 midsize all-electric SUV. The ES6 marks Nio鈥檚 entry into a more affordable market segment, something that theoretically should give a strong boost to the brand鈥檚 sales. The performance bit comes from the dual-motor setup that offers up to 544 PS and electric all-wheel drive in the range-topping version. It鈥檚 not a typical combination, though. The ES6 uses a high-efficiency permanent magnet (PM) motor with an output of 218 PS and a high-performance induction motor (IM) that makes 326 PS. The former is responsible for medium and low-speed daily driving, while the latter kicks in to provide great acceleration performance and high speed. Nio maintains the ES6 is the world鈥檚 first EV that uses a PM motor and IM motor and claims it is an efficient combination that saves costs and offers strong power. Speaking of power, the ES6 is capable of sprinting from 0 to 100 km/h in 4.7 seconds and can reach a top speed of 200 km/h. Those are more than respectable numbers, as is the driving range of 510 km according to the NEDC test procedure.

This number is for the optional 84 kWh battery pack; a smaller 70 kWh unit from the ES8 is standard. While the company doesn鈥檛 say how much the ES6 weighs, it does mention the SUV鈥檚 bodywork is made entirely of aerospace-grade aluminum while some structural parts of the chassis are built from high-strength carbon fiber. Design-wise, the ES6 looks a lot like the ES8, both inside and out. It鈥檚 slightly shorter and narrower, at 4,850 mm and 1,965 mm, respectively. The wheelbase is shorter as well, but at 2,900 mm it鈥檚 quite generous, allowing five- and seven-seat configurations. The cabin features a massive portrait-oriented touchscreen powered by the NOMI in-car AI system, a flat-bottomed sports steering wheel, sports seats, and Microfiber suede headliner, among other things. A Lounge Seat and Nappa leather interior are optional, as is an intelligent fragrance system. 51,800, before subsidies. However, that鈥檚 the price of the model with the smaller battery and a dual-motor setup consisting of two 160kW motors (320 kW / 214 HP in total). 64,850) with the 84kWh battery.

This latter system continually calculates the optimum torque distribution, helping to improve traction in all conditions. Additional Trail and Sand modes are designed with off-roading in mind. The air suspension system also incorporates pneumatic self-leveling at the front and rear axles to maintain a constant ride height regardless of the vehicle load. The vehicle鈥檚 body can also be raised by up to 55 mm thanks to this system. 鈥檚 Panamericana front grille. Many of the air vents you see across the front fascia are fake but they do give the SUV the presence required of an AMG-branded vehicle. Elsewhere, the SUV includes a subtle rear diffuser and four circular tailpipes. Buyers of the vehicle will be pleased to know that it comes standard with the Mercedes-Benz MBUX infotainment system meaning there鈥檚 a fully-digital gauge cluster and a large central entertainment screen. An AMG Performance steering wheel in black Nappa leather with red top-stitching and aluminum shift paddles is also featured.

It鈥檚 an unfathomable situation given that Italy, and Modena in particular, is home to some of Europe鈥檚 gnarlier and more challenging roads. It鈥檚 also hugely frustrating, for the vocal, rev-hungry, front-mid-mounted V8, super-snappy transmission and carbon brakes are a compelling and memorable combination. When the roads suit it, the California鈥檚 potential is abundantly clear, but I simply can鈥檛 believe that you buy a Ferrari - even a softcore Ferrari such as the California - just to use it on ordinary roads. Yet when you inevitably stray from its comfort zone and drive it quickly, it feels all at sea. That the California finishes last in this test is as disappointing as it will doubtless be controversial. Ferraris are built to be adored, and in my experience are almost impossible to resist. The 911 Turbo is next to fall. Despite being awesomely fast, crushingly capable and everyday-useable, there鈥檚 something remote and detached about the driving experience. Given Porsche鈥檚 ability to build 911 models of spectacular 鈥榬ightness鈥? the Turbo鈥檚 lack of connection is proof that, Motorsport models aside, even Porsche can sometimes miss the mark when it comes to the black art of tactility. There鈥檚 no question the Jaguar has been the big surprise of this test. But despite the Jag鈥檚 strong showing, the R8 Spyder is a convincing winner. There aren鈥檛 any quirks or traits to forgive, no dynamic flaws to gloss over. Everything about it feels spot-on and it looks and sounds sensational. Right now it鈥檚 the best open-air sports car money can buy.

Porsche doesn鈥檛 need some shlub like me to review its products. They鈥檙e going to sell tens of thousands of vehicles every year regardless of what I say, all while making untraceable sums of money. And yet, for some unknown reason, they gave me a Macan GTS to evaluate for an entire week. Clearly, this must have been some sort of clerical blunder because I certainly don鈥檛 deserve such treatment. Whoever approved the loan has probably been fired for gross negligence - possibly even jailed. Still, I鈥檓 not one to let a good opportunity go to waste. This sporty compact utility vehicle promises best-in-class dynamics with plenty of luxury, style and day-to-day practicality. What鈥檚 New for 2018? For the latest model year this Porsche soldiers on without any significant alterations, but that鈥檚 fine with me. The Macan GTS is a machine so finely tuned, so well dialed in, any changes are more likely to screw things up than make a substantive improvement.