Porsche Of Quad Cities

Porsche is expanding both its Macan line and its range of GTS models with the launch of the new Macan GTS. The new performance model slots in between the Macan S and Macan Turbo, packing a mightier punch, upgraded equipment, and sportier styling. The improvements naturally start under the hood, where the Macan GTS packs a 3.0-liter twin-turbo V6, good for 360 horsepower and 369 pound-feet of torque. The result is a 0-60 time quoted at 5.0 seconds (or 4.8 with the optional Sport Chrono pack) and a top speed of 159 miles per hour. Of course, Porsche didn't just tinker with the engine and leave it at that. Compared to the Macan S, the GTS features a retuned air suspension, recalibrated electronics, ride height lowered by 10 millimeters, and 20-inch wheels with a matte black finish. You can visit our showroom located at 3602 N. Harrison St. Davenport, IA. 52806 if you have any questions. A member of our Porsche Certified Sales Team is ready to help you get into your next Porsche. We look forward to hearing from you.

The drive modes are endlessly configurable, unlike in some rivals, so you can leave the adaptive dampers in Normal mode and ramp up the throttle response, exhaust noise and steering weight separately. We鈥檇 recommend doing this, as the i30 N鈥檚 ride is firm but well damped in the standard setting - ramping up to Sport or (in particular) N mode simply makes it too stiff and easily unsettled for British B-roads. The standard car is better in this area than the Performance Package, though, as the slightly smaller wheels remove a layer of harshness from the i30 N鈥檚 bump absorption, and reduce road noise. The i30 N鈥檚 rounded abilities and exceptional sharpness make it one of the finest front-wheel drive hot hatches around. That鈥檚 quite something, considering most manufacturers have been perfecting their offerings for years. If you鈥檙e planning on doing some track driving then the Performance Package is the one to go for, but on the road the base car offers very nearly as much excitement for significantly less cash. At 拢25,000, it undercuts basically every rival, making it look fantastic value for money.

The boring, spacious, and slow U.S.-market Toyota Corolla sedan has a vibrant European cousin that carries none of those traits. New for 2019, the Corolla hatchback reverses traditional Corolla sedan weaknesses in a package that could change consumers鈥?opinions about the decades-strong nameplate, for better and worse. Known elsewhere as the Auris (and the replacement for the Corolla iM here), the 2019 Corolla hatchback is one of the most attractive cars in its segment. That pissed-off front styling you鈥檝e seen all over the automotive universe is realized effectively on the sharp Corolla hatch鈥攚hether you get the SE or sportier XSE trim鈥攚ith cool fangs on the lower front fascia and standard LED headlights. Around back the creased sheetmetal is interestingly shaped, except it鈥檚 not sheetmetal. The hatch is composed of a resin that allows for more complex surfacing, Toyota claims. It鈥檚 been a very long time since the Corolla could truly be called sporty, but this hatchback takes steps in that direction.

Built on Toyota鈥檚 TNGA platform and riding on a sport-tuned suspension, the 2019 Corolla hatch has moves that place it in another class of responsiveness and fun above the American-market sedan. It鈥檚 no Civic Type R, of course, nor is that the Corolla hatchback鈥檚 mission. But with 168 hp and 151 lb-ft of torque from a 2.0-liter naturally aspirated four-cylinder engine, the car has just enough oomph to keep things interesting. Anyone put off by the Corolla sedan鈥檚 lethargic responses should drive the hatch. Then again, anyone who appreciates the Corolla sedan鈥檚 interior spaciousness will be put off by the Corolla hatch鈥檚 disappointingly small interior. The hatch lacks the class-above spaciousness we鈥檝e come to expect from the Civic and Elantra GT hatchbacks; passenger volume is well below that of hatchbacks from Honda, Hyundai, and Volkswagen. If you compare it to the outgoing iM, well, it鈥檚 smaller than that, too. There鈥檚 a respectable though not class-leading 18.0 cubic feet of cargo space behind the second-row seats, which is about even with the Volkswagen Golf but not as stuff-friendly as the Honda or Hyundai.

HatchbackLife than the primary mission of being more versatile than a sedan. The Corolla hatch drives well, with a lowered center of gravity and 60 percent more torsional rigidity than its predecessor. The steering communicates more on the XSE model, which rolls on 18-inch wheels and 225/40R18 tires compared to the base SE鈥檚 16s and 205/55R16 rubber. And although you do feel bumps, the XSE shouldn鈥檛 prove tiresome as a daily driver. Speaking of which, the updated CVT is still the better choice for commuting, but the also-available rev-matching six-speed manual can鈥攁t the push of a button鈥攕ubtly smooth out gear changes. Cool. As for that CVT, it has a physical launch gear and simulated gears for those who worry about the rubber-band feel of a CVT. Those simulated gear changes mostly stay in the background, only occasionally messing with the key benefit of CVTs: everyday smoothness. Inside, a decent amount of the 2019 Corolla hatch is covered in soft-touch surfaces, and drivers will have good front and side visibility; you can improve the view out back by folding down the rear-seat outboard headrests.