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April 2020 FIRST COPY 1

Advice: USE IT ON THE ARENAS

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EVO ALSO REVIEW: BMW X5 M 2020 PORSCHE 911 CARRERA 4S 2020 SONATA 2020 FULL REVIEW

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MCLAREN SENNA

HYUNDAI SONATA

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BMW X5M COMPETITION

PORSCHE CARRERA 4S

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Hashem Kammasheh Student at the College of Computer and Automation Engineering And a freelance graphic designer, due to my passion for cars and my mastery of design programs, especially Indesign program Which prompted me to make a small and simple magazine I hope you like it!

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McLaren Senna Easy to see how the Senna could become addictive. In short, it’s a stunning achievement

$1 million for unit!

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2020 Hyundai So Beauty and Brain

You will love it ..

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Let›s talk about Hyundai.

Just recently, Hyundai›s Palisade—and its mechanical twin, the Kia Telluride—did to the three-row crossover segment what the $60,000 mid-engine Chevrolet Corvette is doing to supercars. And now the brand›s redesigned 2020 Sonata, all slope-nosed, fast-backed, and filled with unadorned opulence, is here to make us re-envision the humdrum midsize sedan. It›s possible the Hyundai/Kia value machine is transforming into something significantly more important. Something you want because it›s both affordable and good. It›s also possible you should buy this car.

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HIGHS: Elegant, usable, and attractive inside and out; ample tech; a bold statement.

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he Sonata is a peach. It›s a striking, simple sedan that›s as usable as it is attractive. here›s not segment-defining evolution here, but plan to be pleasantly surprised. Hyundai put actual thought into the shape and usability of its interior. And, to us at least, that stunning body is as universally attractive as a Grand Canyon sunset. Something is going on here.

12 Ample Power, Ample Moves Under the curved hood of our range-topping Limited-trim test car was an unremarkable turbocharged 1.6-liter inline-four (a slightly more powerful naturally aspirated 2.5-liter four will follow) linked to an eight-speed automatic transmission.

The 1.6 is good for 180 horsepower, which is sufficient to power it to 60 mph in an adequate-for-the-class 7.3 seconds. Its conventional automatic saves us the need to groan about groan from a CVT, and it hands off gears wisely enough to enable effortless moves around town. There are shift paddles should you want to manage those duties yourself. Just don›t plan on hammering through downshifts to grab that entrance ramp; the Sonata›s powertrain responses aren›t sharp in its Normal driving mode. Plus, it›s just not that kind of midsize sedan. Lacking the lively Honda Accord›s dynamic moves, it tolerates being rushed about as much as your spouse probably does.

It is not fast, nor do its controls speak to you in the language of the great ones. They don›t need to. But if you choose this car over nearly any crossover, you›ll find yourself in a very reasonable place. It is still a car, after all. The Sonata›s ride is—and we›ll be honest here—a little bit busy. The Limited›s 18-inch wheels and tires (16s and 17s are available on lower trims) probably do it no favors. Damping is heavily controlled for this segment, and body roll is minimal. Nothing the Sonata does in corners will make you want to press it harder, and its 0.89-g skidpad performance isn›t going to awaken your inner autocrosser.

13 A Stylistic Effort But look at that dashboard. the most feature-packed cars freshingly simple. amazing is have intuitive abundance of functionalwith a 10.3touchalmost except the controls. the limited doesn›t excontrols.

Reverse, Neua traditional these are easier button-style shift-

Really, look at it. Despite being among in its class, the Sonata is rePerhaps most that it manages to controls despite the ity. Our tester came inch infotainment screen managing most everything Sonata›s climate Almost ironically, number of buttons tend to its primary Four buttons Park, tral, and Drive replace shift lever. But even to use than many other ers. (Hear that, Honda?)

The cabin looks like belonging to another luxury car

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Automobile All-Stars Contender

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utomobile’s All-Stars awards are back, and this year we have one of the best fields of cars we›ve ever evaluated. In total, we invited 21 of our favorite new or significantly revised cars to find out which are the very best of the best. We›ve split them into Contenders and Winners, but let us make it clear: every car invited to our All-Stars event is one of the most special cars on sale for 2020. Each day between March 8th and March 10th, we›ll bring you a new batch of Contenders, and on Wednesday, March 11, we›ll announce our 2020 Automobile All-Stars Winners.

Reading through our editors› notes regarding our 2020 Automobile All-Stars contenders, one thing became clear: Every single one of us loved the blazing orange 2020 Lamborghini Huracán Evo, particularly on the track.

«It›s like a video-game car come to life,» wrote social media editor Billy Rehbock.

«This is the dictionary definition of ‹supercar› in the flesh.» Digital editor Ed Tahaney called it «a magical and mighty orange wedge of spite that looks and sounds delicious.» Contributor Arthur St. Antoine was equally enthusiastic: «I adored every shrieking minute behind the wheel—and I was often shrieking along with the exhaust note.»

Even the unflappable pro driver Andy Pilgrim said, «Just a riot. Stupidly drift-capable and serious track chops when I stopped messing about. If I was a Mitsubishi Evo or a Subaru STi, this is the car I›d want to be when I grow up.»

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Some credit must go to the facelifted Huracán›s LVDI system (Lamborghini Dinamica) Veicolo Integrata, or Integrated Vehicle Dynamics), which manages the four-wheel steering system, traction control, and brake-based torque-vectoring system. Lamborghini says it can essentially predict a driver›s actions and adjust the car accordingly. Whatever it›s doing, it works: Driving a 631-hp, V-10-powered supercar on a track can be intimidating, but the Huracán Evo invited everyone to step right up to its limits and push as hard as they dared.

The Huracán obviously invites comparison with the Ferrari F8 Tributo, and one of the biggest differences lies in the Lambo›s German roots, something that gives the Huracán Evo a solidity that›s absent from the F8. «The German-ness is what makes it a great car,» commented senior editor Nelson Ireson. «The Italian-ness is what makes it a great supercar. It›s somewhat apeshit, but it actually works.»

With so much universal praise, why didn›t the Lambo drive off to Borrego Springs, California, with the final group of this year›s ultimate All-Stars winners? Unfortunately, as great as it is on the track.

«On public roads,» wrote St. Antoine, «the Huracán›s ride proved downright punishing, while the handling lacked some of the feel and precision of the best here. I›m looking at you, 911 and F8.»

Huracan fingerprint everywhere

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Still, when the votes were tallied, seeing the Lambo left off of the podium was a truly sad moment. «Brilliantly styled and dazzlingly quick,» St. Antoine wrote. «This Lambo is the real deal, one of those drives you›ll continue to feel for hours after leaving the cockpit.»

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BMW X5M Competition

BMW matches its main rivals Mercedes-Benz and Audi with similar warranty coverage but offers three years or 36,000 miles worth of complimentary scheduled maintenance to sweeten the deal. Volvo buyers also get such a benefit, and the Buick Enclave offers longer powertrain coverage.

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Overview:

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MW›s mid-size SUV has been around since the turn of the century and has evolved from a vehicle that put sporty driving first to one that balances power, refinement, and luxury with better-than-average road manners. All-new in 2019, the X5 lineup now includes three models of escalating price and performance.

The BMW X5 competes against class stalwarts such as the Audi Q7 and the Mercedes GLE-class. It evokes the brand›s well-known sporting heritage with its muscular and refined turbocharged inline-six and V-8 engines, eye-opening acceleration, and impressive cornering grip. But X5s also can be outfitted luxuriously, with richly appointed interiors, comprehensive infotainment systems, and all of the latest driver-assist technologies. Conservatively styled and beautifully crafted, the X5 line is a front-runner in the premium SUV class.

Engine, Transmission, and Performance: For 2020 there are now three gasoline engines, each associated with a different X5 model. Those X5s wearing the sDrive40i or xDrive40i badge are powered by a 335-hp turbocharged inline-six. The xDrive50i comes with a gutsy 456-hp twin-turbocharged V-8. We›ve tested both of those models side-by-side, and the 40i managed a quick 4.9-second run to 60 mph; the 50i shaved 0.7 second off that time. It›s possible that the M50i›s 523-hp twin-turbo V-8 will enable it to rush to 60 mph in less than four seconds; we›ll know as soon as we test it. All three engines are paired to an eight-speed automatic transmission and none of them will leave drivers wanting for power in virtually any driving situation. BMW has said a plug-in hybrid X5 is also in the works and should appear sometime in 2020.

The X5›s refined ride and stable handling are a big improvement compared with the previous-generation model, as is its steering, which feels more connected and direct but still not exactly what we›d consider to be sporting. The Q7 still has the X5 beat in this area, but it›s a close match. Pitch the X5 into a fast corner, and it holds on reliably and rewards the driver with a predictability that›s missing on the GLE-class.

And if you need to tow, know that the X5›s maximum towing capacity is a stout 7200 pounds no matter which engine it has.

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Interior, Comfort, and Cargo

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Interior space is generous for adults in both the first and second row, but the X5›s optional third row is for kids only. Once settled inside, occupants are treated to a cabin lined with high-quality materials, plenty of charging points for devices, and— depending on the options chosen—a myriad of luxury features. Power-adjustable front seats with memory for the driver are standard. All models come with a power-adjustable steering column, heated front seats, a panoramic sunroof, dual-zone automatic climate control, a power rear liftgate, rain-sensing windshield wipers, and customizable ambient lighting. Massaging seats, remote start, soft-close doors, acoustic glass, a leather dashboard, and heated front armrests and steering wheel can make the X5 feel like a high-end luxury SUV but add a lot of dough to the bottom line. Speaking of expensive options, for $4200 buyers can add a Bowers & Wilkins surround-sound audio system that features diamond-domed tweeters.

The X5 offers plentiful cargo space. With the rear seats in use, we managed to fit 11 of our carry-on suitcases behind the second row of seats. With the rear seats folded an operation that can be done from either the side or the rear of the SUV—we found room for 26 cases. The Mercedes GLE matched the X5›s result in this test, case for case, but its rear seats aren›t as easy to stow.

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German focus on all the details

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The Power Of Evolution 2020 Porsche 911 Carrera 4S First Drive

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Christopher Bullock couldn›t have known his thought was incomplete when, in 1716, he wrote, «›Tis impossible to be sure of anything but death and taxes.» Back then, the invention of the automobile was still 170 years off, and it would take another eight decades after that for the horseless carriage to evolve into the Porsche 911. In 2020, however, we know with as much certainty as death and taxes that Porsches are very, very expensive.

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HIGHS: More traction equals quicker acceleration, incredible cornering grip, plows through any weather.

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e realize this is not a novel observation. Porsches have always worn high prices. But occasionally a car comes along and sticks a thumb squarely in our eye with a price that we can›t ignore. The 2020 Porsche 911 Carrera 4S is one of those, although it was not the $121,850 base price or even the $140,730 as-tested price that captured our attention.

Here›s what got us: Stepping up from a 911 Carrera S to the all-wheel-drive Carrera 4S costs $7300. That extra outlay buys you all-wheel drive and, well, that›s it. There is no standard-equipment difference between the S and the 4S beyond the allwheel-drive hardware and a gas tank that holds an extra 0.7 gallon. Elsewhere in the auto industry, both mainstream and luxury brands usually charge between $1000 and $2500 to upgrade from a two-wheel-drive vehicle to the all-wheel-drive model.

In the last 911 generation, spending the extra money for an all-wheel-drive 911 also bought wider fenders. This so-called widebody gave a 4S model wider hips than the standard 911, but not quite as expansive as those on the Porsche 911 Turbo and GT3 RS. That was then. For the 992 generation, there›s only a single width, at least until the new 911 Turbo comes along.

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LOWS: One all-wheel-drive system for the price of three, fat fenders no longer special.

So, you don›t get a different body, which makes traction-based performance the sole reason to buy a modern Carrera 4S. Thankfully, Porsche abides. The electronically controlled clutch-pack coupling can send as much as 40 percent of the torque to the front axle. Helped by the extra front grip, the original four-season sports car doesn›t have to withdraw into a winter hibernation. With the right tires, it will continue to accelerate hard in any weather, provided the snow doesn›t stack too high.

(The rear-drive models fare just fine in winter as well with the correct rubber.)

Mostly, though, the experience of driving the Carrera 4S is the same as driving a rear-wheel-drive 911. It accelerates hard, stops short, corners sharply, and generally does everything with the same precision. Get behind the wheel of a 911, and its imperturbable competence worms its way into your brain, feasting on rational thought. Instead of asking, «How much does it cost?» you›ll start thinking, «How can I afford it?» Sell your family›s fourth-generation vacation home. Siphon off your kid›s college fund. Steal from the collection plate. All of these are sane ideas after some quality time in a 911.

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Screens, screens and more screens

Until this new generation, the 911 was technologically lacking compared to fresher Porsches elsewhere in the lineup. That›s been remedied with the 2020 model, which picks up the latest iteration of Porsche›s PCM infotainment system. It didn›t take long for me to be enamored with this system after first experiencing it on the Cayenne, and I›m happy to report that it›s just as great on the 911.

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annoyingly absent.

In addition to the infotainment screen, there are two smaller screens on either side of the gauge cluster›s large, centrally mounted tachometer. These guys offer some versatility, letting me call up a full map, music information or vehicle specs using the scroller on the steering wheel. The extreme ends of either screen contain the least pertinent information.

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The 2020 Porsche 911 Carrera 4S has some interesting competition.

The Mercedes-AMG GT is probably its closest rival, offering similar on-road performance and plenty of style, but the interior is even tighter. The BMW M850i has a lower starting price, and it›s plenty fun, but it lacks the historical gravitas of the Porsche. The Audi R8 is a possible competitor, too, if you don›t mind spending more money.

Porsche might be spreading its enthusiasm far and wide across multiple segments, but it›s clear that the 911 is still its favorite child.

The latest generation affords a number of improvements to an already capable sports car, turning it into an even more compelling machine.

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Built from the finest unobtanium by F1’

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’s biggest brain, meet the ultimate Aston

I’m standing shoeless in the middle of Aston Martin’s design studio, peering through a porthole into a dark capsule.

Surrounding me is the senior design team – boss Marek Reichmann over my left shoulder – all are silent, fixated on how I’m planning to contort myself into the driver’s seat. I consider a head-first Klinsmann dive, then bumfirst, leaning back and hoping for the best. In the end I lead with the feet, standing on the measly padding and clinging to whatever carbon extremities I can while lowering myself into a position I last experienced during a root canal – feet above my hips, heavily reclined, mouth agog. The Valkyrie isn’t a road car jacked up on F1 power figures, it’s an F1 car with its edges chamfered for the road.

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ewey describes how there were a few “points of contention,” aka big fat arguments, with Aston along the way. “They didn’t believe two people could comfortably sit side by side in it, so they went away and made a

seating buck and were completely shocked that you could.” As he wanted to keep the front bulkhead as narrow as possible for aero, Newey’s solution was to angle the occupants inwards by 5º – there were mumblings from within Aston that this would be disorientating. Newey fired up the simulator and proved it wasn’t the case.

Another sticking point was the powertrain. There were only ever two contenders for Newey: a V6 twin-turbo and a naturally aspirated V12. “I did some homework and came to the conclusion that weight wise there’s wasn’t much between them, in terms of cooling requirements the V6 was worse, in terms of sound the V6 was worse and it would vibrate too much if you solid-mounted it to the chassis.

Technically and emotionally the V12 was the better solution.

“Some at Aston liked the idea of a V12, but wanted to use a derivative of the One77 engine, but it wouldn’t produce the power we needed. The other group said it should be a V6 twin-turbo. It almost broke the deal, because we said we wouldn’t do it unless it was a bespoke V12, made by Cosworth.”

There is no spec sheet, yet. In fact, there is no running prototype, yet – that will be built early next year, with first customers taking delivery in early 2019, but the performance targets and systems they’ll use to hit them, are unusually well defined. By piecing together conversations with Newey, Reichmann and CEO Andy Palmer, here’s what we know – one mouthwatering engineering subdivision at a time. We’ll start with aerodynamics because, well… have you seen the thing?

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