With A Newly Designed Headlight

The Z4 though is more than five years old in it's current avatar and the updated Z4, which will be launched in India on the 14th is nothing more than a minor facelift. With a newly designed headlight, slightly redesigned bumper and a black roof option, the average joe will find it hard to differentiate the new version from the older one. However, that said, the Z4 is still one of the most beautiful cars that one can buy under a crore and is also one of the best drivers cars in it's segment. Although newer competitiors like the Porsche Boxster and the Mercedes SLK have overtaken the Z4 both in relevance and in some cases, performance, the Z4 is still a force to reckon with. The Z4 in India will come in the sDrive35is guise but if rumors are to be believed, BMW will also launch the cheaper Z4 18i and Z4 20i to make the Z4 much more accessible to the Indian market. The 35i will feature a 3.0 Litre 6-cylinder twin-turbo engine producing 340PS and 400NM of torque.

The best of both worlds. Don't be tall and sit in the back. The Macan's internal codename at Porsche was Cajun, which stood for Cayenne Junior. Anyhow, that means that the Macan is smaller, considerably smaller. I'm six feet tall. While legroom in back was acceptable, the headroom was a bit of an issue. The Macan has a sloping roofline like so many other crossovers. It looks good, but it cuts down on tall people's ability to sit up in the back. This is Porsche's hot hatch. Porsche doesn't make a small hatchback. The Panamera is large. The Cayenne is a truck. The 911, Cayman, and Boxster all have engines back there. But the Macan is small. If you lower it, the dimensions are nearly perfect to create Porsche's own Golf R competitor. The GTS is the best one. Well, at least I think it's the best one, for a number of reasons. The base Macan is a 250-horsepower four-cylinder, which seems underpowered. The Macan S is nice but a bit mundane. The Macan Turbo and Turbo Performance Pack are excellent and fast, but they are hugely expensive.

The GTS falls right in the middle. Please draw a mental comparison to Goldilocks right now. I'll wait. Got it? The engine isn't the big part here-with 360 horsepower, it's right between the Macan S and Turbo-it's the chassis. With standard PASM and air suspension, it's about a half inch lower and a bit firmer than the regular car. Throw in the torque vectoring, and the GTS become the sportiest pick of the Macan range with neutral handling, actual steering feel (for an SUV), and the ability to more than keep up with anything on a back road. The regular Macan seems like you bought a Porsche because you just wanted the badge. The Macan Turbo seems like you're showing off. But the Macan GTS seems like the version for someone who can only have one car and needs it to do everything. No matter how much Porsche fans complain, the company won't stop making SUVs. The good news is that these SUVs are easily the most fun to drive of any competitors out there. So, instead of complaining, be happy that the person buying the Macan is helping Porsche continue in motorsports, allowing them to build the 911, Boxster, and Cayman for years to come.

32,000鈥攕hared most of its visual cues with its immediate predecessor, but benefitted from added power and performance, as well as other evolutionary updates. The cars came as they had when the SC bowed out鈥攊n coupe, open Cabriolet, and the in-between Targa body styles. The chief upgrade in the Carrera was the larger 3.2-liter flat six engine, which looked much like that of the 3.0 it replaced but was built chiefly of all-new parts. One crucial change was an improved timing chain tensioner, which had been an issue on previous models. Also new was Bosch Motronic fuel injection, which replaced the K-Jetronic system of yore. The engine produced 200 horsepower and came mated to a Getrag five-speed manual transmission. This was enough to propel the Carrera from 0 to 60 mph in about 5.5 seconds. Standard goodies included leather upholstery, air conditioning, power windows, a sunroof, and 15-inch alloys, while cruise control, 16-inch wheels, and an AM/FM/cassette stereo were popular options.

For those who wanted to appear faster than they actually were, a Turbo Look appearance package was available on coupes, which provided the large whale tail and wider rear wheelwells, but not the actual turbocharger. Changes were few for 1985, though the Turbo Look package now carried over to Cabriolets and Targas. Big news came in 1986, when Porsche reintroduced the 911 Turbo (or 930, if you like) following a long absence. 48,000, and it used its 282 hp to hair-raising effect. Minor changes crept into the standard Carrera, including lowered front seats to increase head room. Power output increased in 1987, up to 214 hp, with an added bump in torque as well, from 185 to 195 ft-lb. The clutch was upgraded from mechanical to hydraulic operation, and the old Getrag five-speed was replaced with a much better Getrag G50 unit with improved synchromesh. 20,000 over the Turbo's MSRP.