bhp 510
mph 190
0-60 4.1
engine capacity 6.0
engine cylinders 12
asparation natural
weight 1680 kg
gearbox 6 speed manual
drivetrain RWD

bhp 507
mph 155 (limited)
0-60 4.6
engine capacity 5.0
engine cylinders 10
asparation natural
weight 1710 kg
gearbox 7-speed paddle shift manual
transmission rwd

bhp 507
mph 155 (limited)
0-60 4.6
engine capacity 5.0
engine cylinders 8
asparation supercharged
weight 1801 kg
gearbox 6 speed
drivetrain rwd

bhp 517
mph 155
0-60 4.3
engine capacity 5.5
engine cylinders v12
asparation twin turbo
weight 2023 kg
gearbox 7 speed manual
drivetrain rwd

For: Solid construction, fuel economy, spacious, comfortable accommodation

Against: Fussy styling, lack of a sixth auto gear, occasionally intrusive engine noise

Mercedes-Benz says this new car is its toughest E-class yet. Which is quite a claim, given that Mercedes’ executive saloon can trace its direct predecessors (if not the ‘E’ nomenclature) right back to 1947 and that the lineage has provided some of the world’s most trustworthy and durable vehicles.

More than 10 million executive saloons from this family have been sold, and many still have an enthusiastic following. There was a time when Mercedes’ advertising blurb claimed its cars were engineered like no other, and in the case of vehicles like the W124 it was probably true.

Those are the days and that is the image that Mercedes would like to evoke with this latest incarnation of the E-class. Keen to increase its share of the executive saloon market, Mercedes claims to have cut prices by five per cent and bolstered the equipment.

Ninety per cent of E-classes sold in the UK are powered by diesel engines, so our test car is too. It’s a 250 CDI, featuring a four-cylinder diesel engine, mated to an automatic gearbox and in SE trim.

VERDICT:

Full Story: Autocar – Mercedes E-class E250 CDI SE

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In the Metal

The key aspect of interest in the 911 Targa is its large, sliding glass roof. It’s not a convertible and it’s more than just a sunroof, with a history dating back to when it looked like full drop-tops would be banned by the safety gnomes. Convertibles weren’t banned and the Targa has carried on as the quiet man of the 911 range, culminating in this latest mildly facelifted version. There’s a pleasing line to the Targa, with its chrome strip running down the edge of the roof line, while the large glass rear window lifts up to ease access to the small amount of storage space underneath it. The glass panel above the front passenger compartment retracts under the rear screen in a nifty seven seconds, opening up the cabin to the sunshine. With the roof drawn back, the Targa’s interior has the feel of a convertible, especially with the door windows dropped, so this could well be the ‘soft-top’ for Britain.

Otherwise, the Targa has the same revisions as the rest of the 911 range, which means mildly tweaked front and rear lights and a lightly updated cabin. There’s also a reflective strip running between the rear lights that harks back to the seminal 993 series 911; it adds a certain flair to the Targa in our book.

What you get for your Money

In 4S form, the Targa provides the latest 380bhp version of Porsche’s 3.8-litre ‘flat’ six engine. There’s no forced induction for this unit, just a rev-happy nature and that classic 911 engine note, though it seems a mite more muted in this latest iteration of Porsche’s upscale coupé than in previous models. For the 4S, the engine is connected to its electronically controlled four-wheel drive system by either a six-speed manual gearbox or the latest seven-speed PDK twin-clutch ‘box – the latter a £2,288 option.

Full Story: The Car Enthusiast – | First Drive | Surrey, England | Porsche 911 Targa |

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Vergleich Nissan GT-R/Porsche 911 Turbo/Audi R8 V10 – Die Runde der Wahrheit – Sportscars – autobild.de

Summary from here:

So another excellent result by GTR and another disappointing one for R8 V10, which sucks cause I was really rooting for it when I heard about the 8700 rpm V10. I really thought it would would beat the GTR.

Today I had the opportunity to try out both Audi TT Roadster (4-cylinders, Quattro, 200hp/280nm, DSG) and BMW new Z4 Roadster sDrive23 (6-cylinders, RWD and 204hp/250nm, Manual).

I like the TT ,both exterior and interior. Engine sound is really nice but the engine doesn’t feel lively, not engaging enough for me. Unfortunaly its the same engine you find in the Scirrocco that I want to buy some day. For me you defintely need to let somone chip the engine for you.
The seats in Audi TT are very nice, you sit good and comfortable and the interior has a good quality feel.
My opinion regarding DSG/SMG is always changing but today I preferred manual gearbox.
Its more engaging to explore a car if it comes with a manual gearbox.
Audi TT looks good, no doubt but I miss the Roadster feel which lead me to another car, the new BMW Z4.

You read all the reviews telling you the new Z4 has become more mature and comfortable. I can agree with this, my first encounter with the new Z4, just by sitting inside the car, you felt the car has grown up and become more roomier but lost some of it’s sporty appeal.

When I drove the previous generation Z4 Coupé 3.0si I fell in love instantly. You sit low, you see a long front end with no end in sight. You sit tight and the Roadster feeling is fantastic.

So can the new Z4 match the old Z4?
I was pleasant surprised by the new Z4. The Roadster feel is absolutly there, once again you see the long front end with no end in sight. You sit low and steering and gearbox is wonderful. The Roadster feel is still there. It feels special with a small Roadster but the Audi TT can’t match the new Z4 in terms of Roadster feel.

The Z4 came with manual gearbox and in space grey and with 17” wheels. Not my color choice and bigger wheels are needed. EDC suspension with three different settings, normal, sport and sport+ mode.
In normal the car reminds me of my own car, the steering is light and very useful for citydriving or when you need to park the car.
According to BMW, when you choose sport , the chassi lowers 10 mm and throttle and steering become better. In sport+ DSC is deactivated.
I didn’t notice any changes in throttle response but the steering is improved. The steering become meater/heavier and more accurate. If it was for me to decide I would always use sport mode, suits the new Z4 and me much more.
Even in sportmode the car feels more comfortable than previous Z4.

The new Z4 has one major disadvantage and its the 100 -150 kg extra weight over other Roadsters in this segment. If the new Z4 came with a fixed roof or a cloth roof it would be closer to the competition in terms of handling and agility. It would make the fantastic Z4 even more fantastic.

Even 30 minutes after I return the Z4 to the dealer, I felt excited, happy and positive that the Z4 once again succeed to impress me. The new Z4 is still a fun car to drive.