Twin-Turbo V8 – Pulpaddict

DEFENDER OCTA: BLACK, BOLD & BOOSTED

Powered by a 626-horsepower, twin-turbo 4.4‑litre mild-hybrid V8, the new DEFENDER OCTA: BLACK, BOLD & BOOSTED is truly a rock star!

DEFENDER OCTA: BLACK, BOLD & BOOSTED

Defender OCTA Black, the master of on & off-road performance, has a new, even bolder attitude. Extensive black detailing for the high-performance 4×4 hero gives the toughest, most capable, and most luxurious model in the Defender family an even more purposeful presence and greater luxury.

As many as 30 exterior elements have received black finishes as part of the transformation. Defender OCTA Black is finished in Narvik Black: the truest black in the Defender paint palette. Narvik Black is deep and dark with a gloss finish as standard, but purchasers can personalize the exterior of their OCTA Black by choosing an optional Matte protective film.

The front under-shield and rear scuff plates are finished in Satin Black Powder Coat with exposed recovery eyes in Satin Black, while a Gloss Black tow eye cover at the front and Gloss Black quad exhaust tips at the rear provide a contrasting finish. The Land Rover oval on the grille is black with darkened silver script. Underbody elements feature a Gloss or Satin Black finish, including the cover for the exhaust silencer and center box. A choice of 20-inch forged wheels or 22-inch Gloss Black wheels is available, with black center caps and Shadow Atlas Defender script, while Gloss Black brake calipers feature contrasting Sentient Silver script.

To complement its dramatically dark exterior, the DEFENDER OCTA: BLACK, BOLD & BOOSTED interior takes tough luxury to a new level. Ebony Semi-Aniline Leather with KvadratTM is introduced to Defender for the first time, bringing a soft and tactile finish to the performance seats. They feature unique perforation patterns on the seats, with new stitching detail on the backrests, while the seat backs and armrest hinges are finished in Carpathian Grey. Across the dashboard, the cross-car beam is finished in Satin Black Powder Coat; an available optional Chopped Carbon Fiber finish for interior details delivers the epitome of tough luxury.

Mark Cameron, Managing Director, Defender, said: “There’s no denying the presence and purpose of Defender OCTA: it’s the tallest and widest Defender, enabling it to tackle even more extreme terrain. The introduction of Defender OCTA Black takes things up a notch. We know our clients love giving their Defenders all-black finishes, so our designers have applied this principle to every possible surface – inside and out – to create the ultimate tough luxury Defender OCTA.”

DEFENDER OCTA: BLACK, BOLD & BOOSTED, is the performance hero of the Defender family, with 626 horsepower 4.4‑litre twin turbo mild-hybrid V8 power, innovative 6D Dynamics suspension, and a dedicated OCTA Mode for performance off‑road use. Defender is the official automotive partner of Oasis Live ’25, transporting the British band on their long-awaited 41-date global tour, which starts today.

For more information and configuration details on the DEFENDER OCTA: BLACK, BOLD & BOOSTED and the entire Defender range, please visit https://www.landroverusa.com/defender/index.html

FERRARI 612-HORSEPOWER ROMA COUPE

With the new Ferrari movie coming soon, Road Test Editor Howard Walker takes a 2024 FERRARI 612-HORSEPOWER ROMA COUPE for a spin.

In celebration of the upcoming cinematic tribute to Scuderia Ferrari founder and Il Commendatore himself, Enzo Ferrari, I felt it my duty to get behind the wheel of one of Maranello’s’ latest and greatest. So let me introduce you to la bella Roma.

But first the movie. Unless you’ve been living a yurt in Tristan da Cunha, you’ll know that Ferrari, starring Adam Driver (House of Gucci) as Enzo, with Michael Mann (Miami Vice, Ali) doing the producing, opens at a cineplex near you on Christmas Day. I’m counting the hours. Signore Ferrari, who passed away in 1988 at the ripe old age of 90, would have loved the Roma. When it was launched back in 2020, it marked a return to classic front-engined Ferrari grand touring V8 coupes. Here is the successor to Ferrari’s Portofino folding hardtop roadster and, at around a quarter of a million bucks, essentially the first rung on the Ferrari ladder. A ‘starter’ Ferrari no less!

As a lover of fine engines – Mr. Ferrari once said: “When you buy a Ferrari, you are paying for the engine. The rest you get for free” – I’m pretty sure he would have nodded in quiet appreciation of the Roma’s exquisite powerplant. Mounted well back under that curvy hood for near-perfect weight balance is a twin-turbocharged 3.9-liter V8, packing an impressive 612-horseys and 561 torques, that loves to shriek to its 7,500 rpm redline. It’s one of the great Ferrari engines.It powers a car that has more curves than Gina Lollobrigida in her sultry prime, more tensed muscle than Chris Hemsworth in Thor. See it in the metal and there’s hardly a sharp edge or crease anywhere. From that thrusting shark-nose front end, to the bulging rear haunches, to the swept-down roofline. Bellissimo.

It’s at the recent Monterey Car Week in California where Ferrari kindly offers the keys to this ever-so-subtle Grigio Medio-colored Roma. We have four hours; just long enough for a fast blast south along snaking Pacific Coast Highway to Big Sur and the beloved Nepenthe coffee shop for cappuccino.Slide into that fabulous rosso-red-and-black leather interior, gently squeeze the leather and carbon wheel, and gaze at that yellow-and-black Ferrari prancing horse badge in the center. Ahhhhh. As the t-shirt says, Life is Good. It’s surprisingly spacious inside the FERRARI 612-HORSEPOWER ROMA COUPE. Heck, there’s even a pair of rear seats. Not that anyone over the age of 10 will fit back there. But they fold flat and add to the luggage space. Pop the glass tailgate, and there’s room for a couple of weekend-away bags.One big disappointment here is that instead of some big red ‘START’ button on the center console, Ferrari has opted for a capacitive touch surface on the bottom of the steering wheel. It uses haptic feedback to recognize your thumb and offers about as much sense of occasion in firing-up that mighty V8 as turning on the radio in a Kia!

But ignite the motori, hear that soul-stirring bark from the exhaust, pull back on the oversized paddle shifter behind the wheel, and we’re rolling. Along the winding, picturesque 17-Mile Drive, crashing Pacific to the right, the Roma is a docile, relaxed, refined grand tourer, its eight-speed dual-clutch automatic shifting with oily smoothness.But on to Highway 1, stomp on the throttle, and Dr. Jekyll becomes Mr. Hyde in a very short time. The sheer thrust as the Roma slingshots forward is beyond breathtaking, accompanied by a soundtrack matched only by Pavarotti hitting the high notes in Nessun Dorma. Select sport or race mode for the full fireworks when the Roma’s true supercar persona is revealed. Hearing the V8 as it screams towards the red zone, is aural magic.And through Highway 1’s tight twists and turns, the Roma tracks on invisible rails no matter how hard you push. Yes, the steering, while laser precise, is a little too light in feel for my taste. But there’s an agility, a dynamism and athleticism here that’s pure Ferrari. What the Roma delivers is that glorious blend of relaxed grand tourer and heart-stopping supercar, all wrapped-up in a body that’s design perfection. Signore Ferrari would have approved.

For more information about the 2024 FERRARI 612-HORSEPOWER ROMA COUPE and the full model range, please visit https://www.ferrari.com/en-EN/auto/ferrari-roma

MULTIPLE PERSONALITY: ‘21 BMW M5 COMPETITION

The twin-turbocharged, MULTIPLE PERSONALITY: ‘21 BMW M5 COMPETITION can be a comfortable family sedan. Or it can be a very fast four-seat sedan with all-wheel-drive to safely play, or go out Supercar hunting, blogs Dan Scanlan.

I had to double check the numbers. First, our 4,345-pound M5 Competition boasted 617 horsepower and 553 pound-feet of torque, with all-wheel-drive and launch control. The 4,600-mile-old sedan hit 60 mph in a hair over 3 seconds, and 100 mph in 7 – check out the video at https://www.youtube.com/watch?v=Fb2MXz9dfS4

Then let’s compare: a 4,610-pound Dodge Charger Hellcat Redeye with 797 horsepower and 707 pound-feet of torque did 60 mph in 4 seconds, and 100 mph in 8.2 with launch control on a slightly damp and cold night when we tested it. A 4,669-pound Mercedes-Benz E63 AMG S Wagon with twin-turbocharged 4-liter V-8, 603 horsepower and 627 pound-feet of peak torque, saw 60 mph in 3.1 seconds with launch control, and 100 mph in 8. Yes, our M5, with carbon fiber roof and twin-turbocharged V-8 power, is the quickest four-passenger sedan I’ve tested, given weather conditions and drivetrain configuration.

This updated sixth-gen version MULTIPLE PERSONALITY: ‘21 BMW M5 COMPETITION has cross-bank exhaust manifolds, direct injection and upgraded cooling to improve turbo response by reducing the distance exhaust gases flow to them. Default drive mode clicks on when you park yourself inside, giving all 617 horsepower, active stability control, full digital instrumentation and Head-Up display. Sport mode gives full power plus quicker gearshifts and stiffer suspension, with simplified digital dash showing tach, digital speed, gear and a G-force display if desired. Then there’s Track mode – full power, plus driver assistance, audio and center display off so you can focus. There’s also three xDrive modes – basic all-wheel-drive, rear-wheel-biased 4WD Sport, and rear-wheel-drive only, with stability and traction control limited or off.

You can set your two-favorite engine, transmission, suspension, steering, stability control and xDrive settings, then get quick access via two red “M” buttons on the steering wheel. M1 was efficient powertrain, comfort steering/suspension and full all-wheel drive for commuting; M2 preset engine and suspension on Sport Plus, steering on Sport, and full all-wheel-drive. In efficient M1, power aplenty to hit 60 mph in a very quick 3.6 seconds. M2 was quicker – 60 mph in 3.2 seconds, four tires grabbing as acceleration pinned me to the seat, then 100 mph in 7.2 seconds as the rear-biased M xDrive distributed torque between front and rear axles via a multi-plate clutch. An active differential splits torque between left and right rear wheels to keep us straight. We had a hint of rear wheelspin during launch control liftoff as we pulled .9Gs. In Track, a smoky burnout for fun, and tail-out drifting if you want. Select manual shifting in Sport Plus and you get an exhaust braaaap at upshifts, and delightful exhaust crackle on overrun. Mixing modes, we averaged 15 mpg.

The M5 has double-wishbone front/five-link rear suspension with Comfort, Sport and Sport damper control. Our M5 Competition model added new shocks and recalibrated damper control, a .2-inch lower ride and increased front negative camber, firmer rear anti-roll bar and 10 percent firmer springs. Plus low-profile 20-inch Pirelli P-ZERO run-flat rubber, wider in back, on forged M alloy wheels with huge cross-drilled carbon-ceramic brakes and gold calipers.

Even the M1 setting was firm enough for fun daily running, neatly buffered and not too soft as it handled bumps with quick but buffered rebound. But Sport tightened things up nicely but did not jar over bumps, and let its 4,345 pounds feel light and precise as it cornered as if on rails. There was no understeer in curves as xDrive shifted power where needed to pull us through – no body roll either. Tighter turns saw the rear-biased xDrive letting the tail power out a bit, so easy to catch and play with as we pulled 1G in corners. It went where pointed with no drama, feeling a bit of its weight but never playing it. We had a bit of wheel-hop hitting a bump in mid-turn, but our M5 shrugged it off and stayed on course. Steering was direct with good feel in Sport, and very precise in Sport . The lighter carbon ceramic brakes had quick bite early on, then solid, quick stops with no fade and no real nose dive, if a bit grabby at slower speeds. We saw 1.2Gs on full stop.

Some other BMWs are going through a design crisis with tall twin-kidney grills. But the 5-Series’ seventh-gen version of 2016, got some freshening for 2021, those twin grills still somewhat slim, extending deeper into the bumper. Glaring LED headlights bend into turns, with twin L-shaped DRLs. There’s an aggressive, deep lower intake over integrated air dam. M5 Competitions get black accents everywhere, and M Division’s signature carbon fiber roof. There’s a near-fastback rear window and short deck with slim black spoiler. In back, large LED taillights live over a gloss diffuser with black chrome quad exhaust pipes. It’s subtly aggressive, low and wide, but doesn’t stand out too much.

Inside, a luxurious dark-over light-gray leather-lined cabin with serious tech and color-changeable accent lighting over strips of buff carbon fiber with chrome edging. Leather with twin stitching outlines the dashtop’s gentle cowl framing a configurable 12.3-inch-wide digital gauge package with 200-mph speedometer and an 8,000-rpm tach. A navigation screen, or car info can be shown in between, while a sport mode contracts the tach and speedo to frame a speed display incorporating a small G-force meter.

The grippy M steering wheel has paddle shifters in back. Dash center is another 12.3-inch-wide stand-up screen for navigation, audio, seat massage settings and more, controlled by a familiar iDrive twist/tap/jog controller on the center console with main menu buttons. There’s Apple CarPlay and wireless Android Auto, two USB ports up front and an inductive phone charger. But there’s more. And like Mercedes, it has an easy voice command: either say “Hey BMW” and ask it to work windows, adjust a/c, navigation, audio and. Or use gesture control. Long trips on winding roads were just fine in heavily-bolstered sport seats that heat, cool and offer massage settings, plus a very clear and powerful Bowers and Wilkins audio system. And friend can join the autobahn cruise with OK leg room and decent head room in back, plus a decent 14-square-foot trunk, which opens with a foot wave.

To play, a base 600-horsepower M5 with xDrive is $103,500; ours had the $7,600 Competition Package with 20-inch wheels and tires, sports exhaust, black trim, horsepower boost to 617-horsepower and suspension mods. It also had a $3,600 paint job; $3,500 full leather interior; $3,350 executive package with soft-close doors, rear sunshades, heated front and rear seats with front ventilation and massage; parking assist and surround-view camera; $1,000 gas guzzlers tax, and a bit more for an as-tested price of $139,645.

For more information about the MULTIPLE PERSONALITY: ‘21 BMW M5 COMPETITION and the latest performance-luxury M-models from BMW, please visit https://www.bmwusa.com/vehicles/m-models.html

McLAREN GT:SUPERCAR DELIVERS PRACTICAL MAGIC

Here’s an everyday ride that can get you to the golf links at 203 mph! McLAREN GT: SUPERCAR DELIVERS PRACTICAL MAGIC, and I love it. blogs Road Test Editor Howard Walker.

I love McLarens. With a passion. Love the rock-out-of-a-catapult acceleration, the frenetic, spooked squirrel handling, the mind-blowing, mind-reading steering that can almost predict your intentions before you even nudge the wheel. For me, these British-built projectiles are the very definition of the mystical term “supercar”. To drive one, to feel that 600-plus, twin-turbo horsepower is like downing a quadruple espresso after a lifetime of decaf!

But, but. They do come with the odd compromise. The endless drone from those monster tires at each corner is like driving with a leaf-blower in the passenger seat. Hitting any kind of lump or bump is like colliding with a Florida sinkhole. As for carrying personal items – clean socks or a toothbrush – if they won’t fit into a squashy gym bag, you’re going to need to call FedEx. Or do without. Here is the new McLaren GT. It’s a kinder, gentler McLaren with more refinement, more comfort, and more civility. Did I mention there’s space in the back for a golf bag?

In keeping with the softer, slightly gentler image of this new GT, the design of the car has also been softened. Unlike the “angry-bird” McLaren 720S on which it’s based, the GT sheds the track-focused rear wing, the huge wheel-arch vents and air-gulping rear intakes. Me? I think it’s the best-looking McLaren in the line-up. It’s just sleeker, more elegant, more stylish, enhanced by those lovely thin-spoked forged alloys at each corner – the biggest ever fitted to a McLaren.

Open the high-lifting scissor-like doors and inside, McLaren’s typical wafer-thin, butt-numbing seats are replaced with wider, comfier, thicker-padded versions, which are a delight. The cabin is now a sea of soft, handbag-quality leather befitting the McLAREN GT: SUPERCAR DELIVERS PRACTICAL MAGIC.

And boy does this car tour grandly. There’s less snap, crackle and pop from the exhaust compared to, say, the 720S. Less volume too. And the suspension has been tuned to deliver a ride that’s a tad smoother, less brittle, more forgiving, and with less tire roar. But don’t for one second think that McLaren has gone soft on performance. The GT’s 4.0-liter V8 packs a 612-horsepower punch that can slingshot the car to 60 mph in a retina-blurring 3.1 seconds, and not call it quits until 203 mph is showing on the speedo.

Hustle the GT along a curvy two-laner and its race-bred heritage, along with perfect poise and balance, is there to thrill. Developed for the track, on ordinary roads it essentially goes precisely where you point it. Its handling is nothing less than stellar. Pricing starts at around $213,000, though with a few options – the $6,000 electrochromic glass roof is a must-have, as is the $15,400 four-piece set of custom luggage – reckon on closer to $260,000. To me, McLarens have always been magical. Think of this new GT as practical magic.

For more information about McLAREN GT: SUPERCAR DELIVERS PRACTICAL MAGIC and other gems from McLaren, please visit https://cars.mclaren.com/us-en