2019 BMW X3 Petrol [India]

BMW launched the new X3 in India in April. A new petrol variant has now been added to the lineup, BMW X3 xDrive 30i. Available only in the Luxury Line grade, the 2018 BMW X3 petrol is priced at INR 56,90,000 (ex-showroom). Powering the BMW X3 petrol is a 2.0 L TwinPower Turbo engine producing 252 hp at 5,200 rpm and 350 Nm at 1,450-4,800 rpm. It gets an 8-speed automatic transmission sending power to all four wheels via BMW's xDrive AWD system. The X3 also gets Dynamic Damper Control enabling the suspension to adapt to varying road conditions and Performance Control that enables variable torque split at the rear wheels with Automatic differential locks (ADB-X). Highlights of the features list include full LED headlights, BMW Display Key with LCD and touch control, LED fog lights, rain sensor and automatic headlamps, ambient lighting, panoramic glass roof, and electrically operated tailgate. Interior features include a 3-zone climate control, a 12.3 inch instrument display, electrically adjustable front seats, 10.25-inch touchscreen display, Harman Kardon Surround Sound system (600 W, 16 loudspeakers), Apple CarPlay support, reverse parking camera, and more. Exterior colour options for the BMW X3 include - Phytonic Blue, Black Sapphire (pictured), Sophisto Grey Brilliant Effect, Mineral White. Leather 'Vernasca' Canberra Beige with decor stitching and Leather 'Vernasca' Mocha with decor stitching are the two upholstery options. The X3 comes with 19-inch alloy wheels. The diesel variant of the BMW X3 that has been on sale since launch employs a 2.0 L TwinPower Turbo engine producing 190 hp and 400 Nm paired with an 8-speed automatic transmission and xDrive AWD. The petrol variant costs INR 20,000 more than the similarly specced diesel variant. The 2018 BMW X3 range start INR 49.99 lakhs (ex-showroom) onwards. Rivals of the X3 include the Mercedes-Benz GLC, Audi Q5, and the Volvo XC60. The BMW X3 is locally assembled in India at the company's facility in Tamil Nadu near Chennai.

Jaw-dropping design and brutish performance are no longer enough for a Lamborghini to succeed. These days, whether you鈥檙e crawling through the streets of Monaco, hustling down a British B-road or posting lap times on a track, the new Lamborghini Huracan LP 610-4 needs to perform. And if that wasn鈥檛 enough, it has some rather large Gallardo-shaped boots to fill. Its predecessor shifted 14,000 units over a glittering ten year career, and Lambo has its sights set even higher for the Huracan. Before we delve into the technology though, let鈥檚 examine the styling. It鈥檚 certainly not one of its most adventurous shapes, but viewed on a public road the wedge-like silhouette, immaculate proportions and intricate details - such as the honeycomb grille and slatted engine cover - push all the right buttons. There are no scissor doors for the Huracan - that flourish is reserved for the larger V12 Lamborghinis - but you sit suitably low, enveloped by the firm sports seats and sloping centre console, with superb visibility all around. While Ferrari has turned to turbocharging in the new California T and other manufacturers continue to downsize their high-performance engines, Lamborghini is sticking to its guns.

Don your Top Gun-style aviators, flick open the red cover, push the ignition and the engine barks into life before quickly settling into background chatter. The step change between this and the Gallardo is the new seven-speed twin-clutch gearbox. Whereas the old automated manual E-gear transmission would lurch alarmingly from one ratio to the next, the new Lamborghini Doppia Frizione (LDF) feels as smooth as a DSG in a VW Golf. Wind the engine up towards its 8,250rpm redline, pull the right paddle and the next gear engages without zero interruption in the torque. Leave it in auto and the only clue that the cogs are swapping at all are scrolling numbers on the instrument panel. To ensure the Huracan handles with more speed and predictability than the Gallardo, a significant chassis evolution has taken place. The starting point is a new platform with a resin transfer mould (RTM) carbon-fibre rear bulkhead and transmission tunnel glued and riveted to an aluminium space frame chassis. The result is a body that weighs 10 per cent less than the Gallardo, but is 50 per cent stiffer. The key to controlling the Huracan鈥檚 nervous centre the AMINA switch. Mounted at the base of the steering wheel, it offers three driving modes - Strada, Sport and Corsa. Select Strada and the adaptive dampers soften up - making the Huracan far comfier and more civilized than any Gallardo that鈥檚 gone before. The new optional electromechanical steering system weights up a little in Corsa mode, but is always light and ultra-precise. The variable ratio is obvious in tight corners, where you can carve out a line without crossing your hands, but adds too much guess work into the mix - we鈥檇 stick with the standard set up.

Porsche put all the speculation to rest this evening and officially introduced the world to the brand new Cayman GT4. The rumors started so long ago it鈥檚 hard to remember just when it all began. I think things started to really heat up when we noticed that you could choose a 鈥淐ayman GT4鈥?as one of your model choices on Porsche鈥檚 recently updated Porsche Driving Experience Website. From there it seemed like a week didn鈥檛 go by without additional spy shots and speculation. Hell, we even went up and down both sides of the story arguing why Porsche should build the Cayman GT4 and why they probably never would. Because that鈥檚 the only transmission Porsche is offering in this new harder core Cayman? You heard that right. In the Cayman GT4 your only option is to row your own gears through a 6-speed manual transmission. I can hear the Purists shouting for joy.

Ok, so we know it鈥檚 quick off the line. What about top track speed? How about 183 mph! That鈥檚 4 mph faster than the base Carrera and only 5 mph slower than the 911 Carrera S. How do you stop all that forward motion? With damn big brakes, that鈥檚 how. The Cayman GT4 comes standard with same steel brakes found on the 911 GT3 and if you opt for the PCCB option they鈥檒l be the same as its bigger brother, too. Speaking of the GT3 the Cayman GT4 makes use of other components from its much bigger brother including almost all of the front axle set-up. Combine this with a 30mm lower ride height than standard Caymans, PASM, 20鈥?wheels shod with Michelin Pilot Sport Cup 2s and you have the makings of a very imposing set-up. On the exterior, the Cayman GT4 wears a much bigger front splitter, larger air-ducts and massive GT wing on the back. Combined, these aero items make the Cayman GT4 the first in the model line to produce down force on both the front and rear axles. Sport seats are standard and carbon reinforced bucket seats are available as an option.