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2019 Jaguar F-Type Review, Ratings, Specs, Prices, and Photos

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Plan to spend some time working out just what 2019 Jaguar F-Type you want to order. It’ll be worth the wait, we promise. We give the 2019 F-Type 8 out of 10 points for its feature count, including marks above average for its numerous options and trim levels, its upsized 10-inch touchscreen for infotainment, and an extensive warranty. (Read more about how we rate cars.)

Value is a consideration in that score, and even though the F-Type can get pricey when loaded up, it’s well-outfitted even at just $61,000 to start. At that price, you’ll find leather seats, 380-watts of Meridian speakers, memory for the front seats, a rearview camera, LED headlights, and a 10-inch touchscreen with navigation.

Stepping up to the V-6 models nets 19-inch alloy wheels, a useful Dynamic mode for the drivetrain, and a limited-slip rear differential. Our preference is to start with the P340, which strikes a welcome balance between price and performance.

In addition to a V-8 engine, the F-Type R features more aggressively bolstered seats, bigger brakes, and an electronic limited-slip rear differential. The F-Type SVR goes full-tilt with track-ready suspension bits, more power, and a downforce-enhancing spoiler that also happens to spoil the coupe’s lines.

Numerous option packages are on offer, plus the F-Type can be configured in a massive number of paint, interior, trim, and wheel combinations. It’ll be hard to find two that are identical—unless you want one for rainy days and one for sunny days. We do.

This year, Jaguar treated the F-Type to a larger touchscreen with new software, but there’s still no Apple CarPlay or Android Auto compatibility.

Should things go wrong, Jaguar’s EliteCare warranty covers the car for 5 years or 60,000 miles, which includes maintenance.

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2019 Acura RDX Review, Ratings, Specs, Prices, and Photos

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The 2019 Acura RDX just might have what it takes to become the best vehicle in the Acura showroom, aside from the swoopy NSX.

With chiseled lines, turbocharged power, available all-wheel drive with torque vectoring, and a high-tech yet luxurious interior, the compact crossover RDX is a better way to bring buyers from German brands to Honda’s luxury brand, NSX or not.

The 2019 Acura RDX adopts a new design that sits lower and wider than the outgoing model. Up front, the five-pointed grille that first appeared on the Acura Precision Concept and has since spread throughout the lineup rests between LED headlights and stylized air intakes. Front air curtains direct air around the sides of the vehicle. The profile features chiseled character lines–including one that rises from front to rear–a floating rear pillar, and splashes of chrome that Acura replaces with black trim on the sportier A-Spec model. The A-Spec also gets larger wheels.

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Inside the look mixes traditional luxury with the latest technology. Materials take a jump up, with open pore olive ash wood, brushed aluminum, stainless steel, synthetic suede, and Milano leather. Acura offers next-generation sport seats with high-strength steel frames, 16-way power adjustments, and improved lateral stability. In the A-Spec model, buyers can choose two-tone black and red upholstery.

The traditional luxury materials stand in contrast to an Integrated Dynamics Control system lifted from the NSX, as well as the new True Touchpad Interface. This infotainment controller uses a center console-mounted touchpad to choose the functions on the high-mounted 10.2-inch screen. It employs absolute positioning, which maps positions on the touchpad to corresponding positions on the screen. Users can simply press down to choose commands.

The 2019 RDX rides on a new platform exclusive to Acura. The wheelbase stretches 2.6 inches longer, which improves rear cargo space by 3.4 cubic feet and adds an additional 1.7 cubic feet under the floor. The platform employs more than 50 percent high-strength steel and it uses ultra-high-strength steel in the door frames to improve structural rigidity. The suspension employs front MacPherson struts, a five-link independent rear design, and available adaptive dampers.

Acura calls the 2019 RDX its sportiest compact crossover yet: the available all-wheel-drive system can route 70 percent of the torque to the rear, and 100 percent of that power to the outside wheel in a turn to improve handling even more.

Under the hood, the RDX swaps its 3.5-liter V-6 for a 2.0-liter turbo-4 that produces 272 horsepower and 280 pound-feet of torque. A version of the engine from the Honda Civic Type R, this dual-overhead-cam engine has 40 percent more low-rpm torque, according to Acura. The lone transmission, a new 10-speed automatic, has a 62 percent wider gear-ratio spread than the outgoing 6-speed.

Standard features of the 2019 Acura RDX include the 10.2-inch center screen, Apple CarPlay, keyless ignition, the AcuraLink suite of Connected Services with in-car Wi-Fi enabled by 4G LTE connectivity, 12-way heated front sport seats, a panoramic sunroof, a power height-adjustable tailgate, LED headlights, and 19-inch alloy wheels.

The A-Spec model gets 20-inch wheels, gloss black accents, and the optional two-tone red and black interior.

Buyers can also choose a head-up display, 16-way seats, and a 16-channel 710-watt ELS 3D audio system.

On the safety front, the RDX comes standard with forward collision warnings with automatic emergency braking, lane-departure warnings, adaptive cruise control, and active lane control.



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2019 Porsche Cayenne Review, Ratings, Specs, Prices, and Photos

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The 2019 Cayenne sports familiar Porsche powertrains with copious thrust, a slew of electromechanical handling aids, and a sense of poise and composure that’s unattainable by some sports cars we know and love.

The ride’s uniformly firm and sometimes stiff, and ultimately a sports car can stick and grip and corner better than this behemoth, so we converge on a performance score of 8. (Read more about how we rate cars.)

Each of the three powertrains on tap for the first 2019 Cayennes can push the SUV to 60 mph in under 6.0 seconds. Base models churn away with a 3.0-liter single-turbo V-6 that belts out 340 horsepower and 332 pound-feet of torque, for a 0-60 mph time quoted at 5.9 seconds (it’s 5.6 seconds with Sport Chrono, which remaps throttle and transmission settings for quicker responses). Base models top out at 152 mph. This single-turbo V-6 works hard behind a wall of acoustic glass to motivate the SUV’s substantial 4,377-lb curb weight.

Tuck into a Cayenne S and its twin-turbo 2.9-liter V-6 ups the blast to 440 hp and 406 lb-ft. It’s a similar design, a slightly destroked V-6 with an extra turbo, so it’s not a surprise that it puts out slightly less torque while it pulses out 20 hp more than the previous twin-turbo V-6 Cayenne. Porsche pegs 0-60 mph runs at below 5.0 seconds, and top speed at 164 mph.  

The Cayenne S surge of authority gets handed its jock by the raucous V-8 roar of the Cayenne Turbo. Its 4,795 lb of heft gets offset by 550 hp and 567 lb-ft of torque. It slingshots to 60 mph in less than 4.0 seconds (3.7 seconds with Sport Chrono) and stretches its legs up to a top speed of 177 mph. The speed’s great, but its whuffling V-8 exhaust seals the deal, even though by some claims, it’s not the fastest SUV on earth.

Every one of these powertrains moves power through a paddle-shifted 8-speed automatic and an all-wheel-drive system that can split power between the front and rear wheels, then again between the rear wheels when outfitted with the available torque-vectoring differential. Porsche’s AWD system biases power to the rear, in a progressively higher ratio in Sport and Sport+ drive modes.

The meaty tires (summer rubber’s a must-have option) don’t look off-road ready, but the Cayenne can ford through 19.7 inches of water, and can hold oil pressure on a 45-degree incline. With the right tow packages, it can pull up to 7,700 pounds.

Porsche Cayenne ride and handling

Porsche imbues the Cayenne with excellent handling and a firm ride, even the base SUV with a front strut and rear multi-link suspension, 19-inch wheels and tires, and electric power steering.

With any powertrain, the Cayenne can upgrade to an air suspension with adaptive dampers, big 20- or 21-inch wheels with all-season or summer tires, active roll bars that cut down on body lean, and rear-wheel steering that betters its ability to park easily without voiding its high-speed stability. With the optional Sport Chrono package, the Cayenne gets a set of drive modes that change its mood from comfortable and economical to sporty, to thrill-seeker.

So far, we’ve driven all the powertrains, but each came in a Cayenne fitted with torque-vectoring, summer tires, air suspension, and 21-inch wheels. The air suspension enhanced its ability to pick around rubbly Greek mountainsides, given that it increases ground clearance from 7.5 inches to 9.6 inches, and that it works with traction modes that help the tires grip through gravel, mud, sand or rock.

On paved roads, the Cayenne can seem almost mellow, in its comfort settings. The ride and steering always have a certain degree of heft and stiffness, because it’s a Porsche and needs to feel more like a 718 or 911 than it does like, say, a Maybach. With all the optional systems, the Cayenne had almost no body lean, but the lighter amounts of compliance offered by the taut suspension and performance-minded tires created a lot of head toss.

On the flip side, the Cayenne’s steering cuts a clean, telegraphic path on almost any road. The rear-steer setup lets it move the front wheels 3 degrees in the opposite direction of the rears at low speeds, and that helps it carve much tighter lines through very sharp corners (and, okay, in mall parking lots). It helps the Cayenne feel small, when by any objective measure, it isn’t.

The Cayenne’s brakes are outstanding, even if you don’t get the spendy carbon-ceramic stoppers, a $9,080 option.

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