This isn’t a 2001 745i. The old trope of high-mileage German cars with lots of things about to break doesn’t apply to pre-964 911s. The high mileage is a GOOD thing—it means many years of habitual maintenance and habitual driving, which is what keeps a 911 fresh. As long as the corrosion is kept in check, that is, and…

Yeah, when I said “old” I meant the recent GT2. The only reason I called it old was because it was from the 991.2 generation that is being phased out. There’s been four generations of GT2s and two of the RS. I’m partial to the 996 generation.

Yes, the i3 also has a sizable power advantage from the electric motor. Too bad the steering is way overboosted.

Ah, good call, missed that. The Taycan Turbo was 450 km WLTP, 323 km EPA. I’m gonna guesstimate ~230 miles will be the figure the EPA gets for the ID.4. So comparable to the Bolt and Niro.

With a range of 300-plus miles? Yeah, $40K would be totally fine. And in fact VW’s tax credit space will let it price the ID.4 for even more, potentially.

Hey, I prefer the manual, too. FCA must have a contract to buy so many of these 8-speeds that it’s cheaper just to use those. I felt that at the very least the Giulia Ti should have had a manual option.

Which Tesla are you pricing it against? Because based on interior space and size this is more of a Model X/S competitor, and it definitely undercuts the $80K base price of both.

I still question whether it would do much better than that, though. The standard Model X has very similar power and weight figures to the Audi and does 4.4 seconds. The top Model X offers 200 kW more power which allows it to crack 3 seconds.

You can often find an Audi engine in a Porsche (a whole bunch of turbo V6s and V8s), and sometimes even a VW engine (EA888 in the Macan, VR6 in the Cayenne). But I haven’t yet seen it work the other way around. Once Porsche futzes with it, it’s in their cars only.

On Her Majesty’s Secret Service holds up well, as does Living Daylights. But I find Dalton’s second movie, License to Kill, unwatchable.

The GT2 RS is a different animal, though. 300-400 lbs lighter than the last Turbo S, and you hear and feel the difference. Different chassis setup, too. It would be interesting to see how much slower the new Turbo S is around a circuit than the old GT2.

Good call. I was wondering why VW wouldn’t simply take the sales in the U.S. unless its battery supply was really stretched.

I suspect VW had its hands full just trying to supply the European market, and now, even though e-Golf demand and sales in the U.S. is higher than it’s ever been, all of its supply-chain for batteries is being diverted to ID projects. Just a guess. Also, low sales means VW still has a lot of room in its U.S. tax…

No, this is right in Alfa’s wheelhouse. I don’t like the execution a huge amount—it’s clearly been done on a shoestring—but it’s nice to see they are thinking about racing with this Autodelta tribute car.

The automatic produced a 7-second advantage over the manual car at the ‘ring, I think. Hence, auto for this track car. Makes sense.

Whenever I see a 8th-gen Le Sabre while out running my self-defense instincts kick in. It does for the Enclave, too. Doesn’t happen to me with Encores.

The diesel is an interesting collectible, but from what I remember of the AMC 4 it is a good engine. Same torque rating as this diesel with about 25 more horsepower even with the carburetor. Similar specs to the GM V6 that Jeep was also using early on. There can’t be many of those left either.

Yeah, it seems anybody in the U.S. that really wants or needs a dual-range transfer case buys an old-school SUV like a 4Runner or Jeep, or just buys a pickup truck.

Haha, yes, and GM implicitly said as much when the Coscast engine eventually became the Ecotec. It’s interesting that the Coscast was a Cosworth project—it took a long time for GM to get over the Cosworth Vega failure, I guess.

Yup, traceable to a few causes: too many cooks in the kitchen (X-platform), infighting (Fiero), and half-baked tech (V8-6-4, Quad4, etc.).