Hyundai has become the first automaker to equip a production vehicle with Google’s Android Auto. The in-car infotainment system is being rolled out in the 2015 Hyundai Sonata sedan.
Starting today, the Android Auto system is available on the 2015 Hyundai Sonata with Navigation. Owners that have already purchased a 2015 Sonata with Navigation will be able to upgrade to the Android Auto system via a software update.

“Android Auto aligns with Hyundai’s core interior design principles of safety, intuitiveness and simplicity,” said Dave Zuchowski, president and CEO, Hyundai Motor America. “We launched this highly anticipated feature on our best-selling Sonata, adding to our promise of value. With the launch of Android Auto, we provide more owners with the experience of cutting-edge technology.”

Although the system is currently limited to the Sonata, Hyundai says it will soon spread throughout its lineup.

The Android Auto systems brings the functionality of an Android-powered smartphone to the Sonata’s eight-inch touchscreen. Some of those mobile features include Google Maps, Google Play Music and Google Now. Sonata owners can also download third-party applications such as iHeartRadio and Skype. For safety reasons, the Android Auto system limits the use of some apps with the vehicle is shifted out of park.

Three-years on from its market debut, Porsche has begun shakedown testing for the updated version of its 981 Boxster. Porsche’s updated Boxster will be formally unveiled by the end of the year.
As with most of Porsche’s updates, the new Boxster will receive subtle rather than radical design tweaks. Those changes will include revised headlights and a reshaped front bumper. The rear of the car will be treated to similar changes.

The interior of the Boxster is also expected to get a light freshening, but our spies’ cameras have not yet been able to peer into the sports car’s cabin.

There is some big news for the Boxster on the horizon, however, as the newest models will be fitted with flat-four engines. In base form the Boxster will displace 2.0L while a bigger 2.5L will also be on offer. Both mills will make use of Porsche’s turbocharging technology, which should equate to nearly 400 horsepower in top-spec.

The Boxster’s mechanical twin, the Cayman, will also adopt the new engine range.

Look for the updated Porsche Boxster to make its world premiere at either the upcoming Frankfurt Motor Show or the Los Angeles auto show in November.

The first-generation (B5) Audi A4 has developed quietly into something of a cult icon among German car enthusiasts. While perhaps best-appreciated for its twin-turbocharged S4 variant (available in the much-coveted 6-speed/wagon combination), even the base car still maintains a loyal following.

Over the years, though, Audi’s small sedan grew both in size and stature. Like the BMW 3-Series and Mercedes-Benz C-Class, the A4 evolved into more of a global-market family vehicle than a true compact, leaving behind the buyer that embraced it for its small size and nimble chassis.

This A3 is the first to come to America as a sedan, the previous generation having only sold stateside as a five-door hatchback. When Audi announced that the new A3 would arrive here only in sedan form, initial consternation turned to general hopefulness as comparisons to the classic B5 A4 began to circulate. Despite the absence of certain desirable powertrain combinations, enthusiasts quickly accepted the new sedan and eagerly awaited the opportunity to drive one.

Whether due to the enthusiast support or in spite of it, Audi’s replacement for its entry-level compact has been a strong seller for the German automaker, helping (along with the brand-new Q3) to buoy sales in a lineup that is starting to show its age. A year after its launch, we took another look at the baby from Volkswagen’s Bavarian brand to see if any of the bloom has fallen off the rose.

What is it?
The A3 is Audi’s smallest U.S. offering. Based on the same MQB architecture as the Volkswagen Golf and sharing many powertrain components, the A3′s footprint is significantly smaller than that of the larger A4′s.

As such, engine offerings are limited to four-cylinder engines of various fuel types and displacements. Our loaner is a 2.0 TFSI model, boasting the second-most powerful engine available in this chassis–a turbocharged, two-liter, four-cylinder engine boasting 220 horsepower and 258 lb-ft of torque. Only the S3 offers more oomph. Putting that power to the ground is a transverse application of Audi’s iconic quattro all-wheel-drive system mated to a six-speed, dual-clutch transmission.

Inside and out
It should come as no surprise that the A3′s rear seat doesn’t offer the sort of space you’ll find in its larger cousins. This is not a compact-in-name-only, as had become commonplace among the German luxury brands before the introduction of the A3, CLA-Class and 2-Series. There are belts for five adults, but realistically you’d only ever want to carry four, and you’ll want your tallest friend to ride shotgun (and your tallest enemy sit behind him).

The interior is minimalist, at times to a fault. Audi’s clean, clutter-free dash comes at the expense of convenience and connectivity. The hide-away screen, for example, looks tacked-on when in use despite disappearing seamlessly behind the center stack when dismissed. It’s a good compromise on paper, but less so in practice, as there’s very little reason (except, perhaps, individual determination) to disable the screen while driving. With so many vehicle systems centrally controlled via the MMI (and thus, via the screen), it’s a functional necessity.

Audi’s tech is also a mixed bag. On the plus side, the Google-powered navigation system is excellent–both responsive and reliable. Connectivity, however, is less than ideal. Audi’s infotainment system makes accommodation for CD, DVDs, aux-in via a 3.5mm jack and SD cards, but not USB–a glaring omission in a tech-centered vehicle. iPhone and iPod users can make use of Audi-supplied cables.

The news outside, however, is all good. Not only does the A3′s footprint pay homage to the classic B5 A4, but its silhouette does too. Small sedans often suffer from an ill-advised rear deck line, but the A3 is well-proportioned and our tester’s 18″, 10-spoke wheels fill the wells far better than the smaller offerings on 1.8L A3s. Our Premium Plus model also adds aluminum window trim for a nice contrast against the Brilliant Black exterior.

Does it go?
The A3 sedan may look like a snooze on paper compared to its S-branded variant, but make no mistake, this little car can scoot. With 220hp on tap to motivate 3,362lbs, the A3′s power-to-weight ratio is actually much better than that of its spiritual predecessor. Couple that with quattro and Audi’s S-Tronic dual-clutch, and acceleration is a non-issue. Audi claims the A3 2.0T is good for a 0-60 run in just 5.8 seconds–quicker than plenty of sport compacts.

Our loaner’s Sport Package included Drive Select, Audi’s drive mode selector which allows for comfort or sport-oriented programming for the engine and transmission, summoning quicker shifts, more time in lower gears and snappier throttle response when sport mode is engaged. An automatic mode can also be selected, in which case Drive Select will adapt each function based on the driver’s throttle inputs and shift patterns.

And while the A3 lacks the S3′s magnetic ride control suspension, it still does a respectable job of keeping itself planted and predictable. The 225mm-section-width tires, while surprisingly harsh and loud on the freeway, are adequately grippy and communicative. The A3′s steering is Audi’s usual, slightly over-boosted offering, but it’s nothing that can’t be coped with. All in all, the A3 is composed, predictable, comfortable and engaging, whether on the highway or on a tricky back road.

Leftlane’s bottom line
The A3 is a nimble, attractive, comfortable car looking for just a touch more tech-friendliness to complete the package. Despite some minor foibles, the A3 does right by its older sibling and makes for a compelling, accessible all-around driver’s car.

2015 Audi A3 2.0T quattro S tronic, $32,900; Audi MMI Navigation, $2,600; A3 Premium Plus package, $2,550; Driver Assistance package, $1,400; Sport package, $550; Destination, $895, $32,900; Audi MMI Navigation, $2,600; A3 Premium Plus package, $2,550; Driver Assistance package, $1,400; Sport package, $550; Destination, $895

Pricing information for Ford’s 2016 Shelby GT350 Mustang leaked Monday. The base GT350 will start at $47,870; the track-ready GT350R will start at $61,370–a full $10,000 less than Chevy’s similarly-equipped Camaro Z28.
According to a pricing guide obtained by Mustang6G.com, the GT350 will have only a few available option packages (of which one is the GT350R equipment group). Add-ons for the GT350 will include a Technology Package ($7,500) and Track Package ($6,500). GT350R buyers can add back in some comfort features via the Electronics Package ($3,000). Buyers of either model can add a black roof ($695), Triple Yellow tri-coat paint ($475) and a custom-fit car cover ($375). Destination for all models will be $825.

The GT350 ditches the massive, supercharged V8 that was found beneath the hood of the previous GT500 for a high-winding 5.2L naturally aspirated V8. Using Ford’s first-ever application of flat-plane crank technology — which allows better engine breathing — the 5.2L V8 in the new GT350 cranks out “more than” 520 horsepower and 400 lb-ft or torque, making it the most powerful naturally aspirated engine in Ford’s production history. A light-weight six-speed manual transmission will be the only gearbox offered in the GT350.

In order to improve the Mustang’s handling prowess, the GT350 has been fitted with a lowered suspension, Ford’s first ever adaptive damper system (called ManeRide), extra-stiff 19-inch wheels and specially designed Michelin Pilot Super Sport tires. The GT350 also boasts a wider front track than the standard Mustang.

The R takes the GT350 formula to the next level. A thoroughly revised suspension setup and upgraded brakes on all four corners help the driver make the most of the R’s grunt both on and off the track. Ford has added lightness by removing the air conditioning system, the stereo, the rear bench, the trunk floorboard, the exhaust resonators, the rear-view camera and the tire repair kit, making the GT350R 130 pounds lighter than the standard GT350 equipped with the Track Pack. However, buyers who can’t live without creature comforts can order the R with an optional Electronics Package that brings back equipment like dual-zone A/C, an eight-inch touch screen with navigation and a seven-speaker stereo system.

Visually, the R is instantly recognizable thanks to a large front splitter, a sizable rear spoiler, red brake calipers and a sprinkling of GT350R badges. Notably, the R comes standard with 19-inch wheels made out of carbon fiber instead of aluminum, a move that shaves 52 pounds of unsprung weight. The rims are wrapped by Michelin Pilot Sport Cup 2 tires. The track-focused treatment continues inside with a pair of Recaro bucket seats and a D-shaped steering wheel. A metal plaque located on the right side of the dashboard reminds the passengers that they’re not riding in a run-of-the-mill pony car. Only 37 examples of the R will be built for 2015.

Photos by Brian Williams.

When it was introduced for 2002, the Volvo XC90 laid one of the cornerstones for the three-row luxury utility vehicle market. Unfortunately for Volvo, the XC90 has been stuck on the ground floor since while virtually every other luxury automaker has built on top the very foundation it helped set.
Now flush with money from new parent company Geely, Volvo finally has the resources to update its decade-old people hauler. But has it been worth the wait?

At first blush, it appears so. Drawing design cues from the Concept Estate, Concept XC Coupe and Concept Coupe show cars, the 2016 XC90 is an undeniably handsome utility vehicle. Things are even better on the inside where the XC90 looks like the showroom of a modern furniture gallery.

The XC90′s spec sheet is impressive as well. The T6 model seen here receives its motivation from an all-new 2.0L four-cylinder engine that is both turbo and supercharged. Higher-spec T8 models, which will be arriving in showrooms this fall, get a hybrid setup that includes an electric motor to power the rear axle.

And it’s a Volvo, so of course the XC90 is loaded with the latest safety tech.

Swedish through and through
Although Volvo is now Chinese-owned, it remains very much a Swedish company. Geely may have signed all the checks, but Volvo was wholly in charge of the development of the new XC90.

To that end, Volvo wanted to incorporate the very best of Swedish design into the XC90. To accomplish that, Volvo designers started with a simple, two-box shape; no BMW X6-like fastback here. From there, Volvo added some of its signature design cues, such as a stubbed-nose and vertical tail lamps mounted to a sloping tailgate. The XC90 also includes a few new cues that will be Volvo staples moving forward, including ‘hammer of Thor’ headlights.

The result of all that subtle Swedish design is an SUV with understated elegance. No single design cue really stands out, but they all just kind of go together, netting the best-looking three-row utility vehicle on the market today.

The interior of the XC90 is very much the same story. It’s clean and simple, yet comes across as modern and inviting. The highlight for techies will undoubtedly be the tablet-like screen in the center of the XC90′s dash, but we were far more impressed with the materials and fit and finish seen throughout the SUV’s cabin.

Wood accents are beautifully grained and keep their natural finish. Chrome accents are tricky to get right, but Volvo designers picked just the right amount of the shiny stuff to contrast the XC90′s natural wood and leather hides. Even the speaker grilles of the Bowers & Wilkins sound system are artfully crafted into the XC90′s door panels.

And that’s what makes the XC90 feel special – the attention to detail. Look closely and you’ll notice the XC90′s dials feature a knurled metal finish. On the front setbacks you’ll find the Swedish flag. And in homage to Volvo’s invention of the three-point seatbelt in 1959, the XC90′s buckles sport the inscription ‘Since 1959.’ Even the XC90′s key fob is color-coded to the vehicle’s interior.

Volvo predicts a number of current Mercedes-Benz, BMW and Audi owners will leave their luxury SUVs behind for the XC90. Those that do won’t be disappointed.

Best of both worlds
These days it’s pretty common to find a new vehicle with a supercharger or turbocharged under the hood. However, both of those methods of forced induction come with inherent downfalls. Superchargers are good for low down grunt, but sap engine power. Turbos are more efficient, but don’t come on until higher in the rev band. In order to cancel the bad and maximize the good, Volvo fitted the XC90′s engine with both kinds of forced induction.

The supercharger bolted to the XC90′s 2.0L four-cylinder is a belt-driven unit that features a unique clutch setup. The supercharger huffs away under 3,500 rpm, providing instantaneous acceleration. Once the revs climb beyond 3,500 rpm the supercharger decouples from the drivetrain and hands things over to the turbocharger, which operates best at higher rpms.

The result of all that engineering wizardry is a relatively small engine that generates big power figures — 316 horsepower and 295 lb-ft of torque to be exact. That’s good enough to scoot the XC90 T6 from 0-60 in 6.1 seconds.

With that kind of gadgetry under hood we were expecting to be blown away by the XC90′s economy. We weren’t. The XC90 T6, which ships standard with all-wheel drive and an eight-speed automatic transmission, is good for 20 mpg in the city and 25 mpg on the highway, netting a combined rating of 22 mpg. Those figures are just fine, but don’t really stand out in the segment. For example, the BMW X5 xDrive35i, which has two more cylinders and roughly the same power as the XC90, returns 19 mpg in the city and 27 mpg on the highway.

But for those that want to have their cake and eat it too, Volvo will begin U.S. sales of the XC90 T8 plug-in hybrid in October. The T8 retains the T6′s 2.0L gas engine (although horsepower is slightly reduced to 313) and adds an electric motor at the rear end. The combined output of the entire system is 400 horsepower and 472 lb-ft of torque.

The T8′s electric motor and lithium-ion battery pack pushes the XC90′s curb weight from 4,627 pounds to 5,059, but the added power easily overcomes that weight penalty. The T8′s top speed is unchanged at 130 mph, but the more potent version of the crossover only requires 5.3 seconds to accelerate from 0-60.

Final fuel economy figures haven’t been finalized, but Volvo expects the T8 to get 59 mpg in the city. The T8 will also be capable of running on battery power alone (at speeds up to 80 mph) for about 17 miles.

The entire package
Cruising the unusually rain-soaked roads of Southern California, we found the XC90 to deliver just the kind of ride and comfort you’d expect from a high-end luxury utility vehicle. Equipped with Volvo’s optional air suspension, our XC90 tester soaked up just about any road imprecation we could throw at it. Interestingly, the XC90 comes fitted with a leaf spring in back (Volvo says the composite unit helps with packaging), but we never sensed any kind of wayward handling due to the centuries-old technology.

A Sport mode is available via a toggle switch on the XC90′s center console, but it’s best to ignore that. The XC90 is far more at home cruising in comfort than being pushed hard into canyon corners.

The XC90 is chocked full of the latest safety tech, including adaptive cruise control, lane keeping assist and blind spot warning. The XC90 even has a unique seat design that is engineered to crumple in extreme accidents, which Volvo says can reduce spinal injuries.

During our evaluation all of those safety systems worked in unison as advertised. The XC90 can technically drive itself in certain situations, but it’s not fully autonomous just yet.

The XC90′s cabin is extremely quiet, but we preferred to fill the air with tunes from its banging Bowers & Wilkins sound system. The systems is nothing short of amazing, providing the kind of highs and lows that would satisfy any audiophile. And that result was no accident — Bowers & Wilkins was handed an example of the XC90 18 months ago and was tasked with tailoring a sound system to fit the XC90′s acoustics. In fact, the sound system is so embedded into the XC90′s architecture that one of the rear wheel wells is used to vent air for the subwoofer.

Controlling that system is a new tablet-like screen mounted in the XC90′s dash. Our initial impression of the unit was good, with the system responding well to our inputs. The layout isn’t the most logical we’ve come across but it certainly isn’t a maze, either.

The gauge cluster of the XC90 is also one giant screen. Everything there is well laid out, and we really like the fact that the posted speed limit is marked by a red dash on the speedometer.

But as techie as the new XC90 is, we couldn’t help but notice its lack of USB ports. While vehicles like the new Honda Pilot offer five USB ports, the XC90 has just one located in the center armrest.

The XC90′s front buckets are comfortable and supportive, and even offer a bit of side bolstering. Those front seats have also been designed to be thinner, which frees up some leg room for second row passengers. Volvo touts the third-row of the XC90 as being big enough to fit two adults, but in reality it’s still best suited for smaller children. Cargo space is ample, however, even with the third-row up.

Leftlane’s bottom line
It’s been a long time coming, but the second-generation Volvo XC90 has been worth the wait. Representing the best of Swedish design and technological innovation, the 2016 XC90 is the total package — brains, brawn and beauty. Hopefully Volvo doesn’t let this one wither on the vine for the next 13 years.

2016 Volvo XC90 T6 Momentum base price, $48,900.
2016 Volvo XC90 T8 Momentum base price, $68,100.
2016 Volvo XC90 T6 Inscription base price, $54,500.
2016 Volvo XC90 T8 Inscription base price, $71,600.
2016 Volvo XC90 T6 R-Design base price, $52,900.
2016 Volvo XC90 T8 R-Design base price, $70,000.

Photos by Drew Johnson.

Audi has introduced the R8 e-tron piloted driving concept at the CES Asia show in Shanghai, China.
As its name implies, the concept is essentially a self-driving version of the 2017 R8 e-tron that was shown to the public last March at the Geneva Motor Show. The coupe is fitted with a new laser scanner, several video cameras, ultrasonic sensors and radar sensors that scope out the road ahead and send information to the central driver assistance control unit.

Audi has not made any mechanical changes, meaning the piloted driving concept packs an all-electric drivetrain made up of two electric motors that generate a total of 455 horsepower and 678 lb-ft. of torque. The coupe reaches 62 mph from a stop in 3.9 seconds – 0.6 seconds slower than the fastest gas-powered R8 – and it goes on to a top speed of 155 mph.

The motors get power from a T-shaped battery pack designed and built in-house. The e-tron boasts a total driving range of 279 miles, and the pack can be fully charged in less than two hours thanks to an on-board Combined Charging System.

The Audi R8 e-tron piloted driving concept is not merely a wild, futuristic design study. Audi promises its self-driving technology will hit the market in a year or two, and it hints that R8 e-tron buyers will be able to order some form of automation at an extra cost.

If US customers want to buy a new Mazda2, they will have to get it from Toyota.

Mazda has announced it will not sell the Demio, the Japan-market name for the compact hatchback, in the States. Instead, a sedan version originally designed for southeast Asian and South American markets will arrive in Toyota dealerships as the newly unveiled Scion xA.

Speaking with Automotive News, Mazda senior VP Robert Davis cited low gas prices and limited supply from Mazda’s Salamanca, Mexico factory (where the Scion xA is built alongside the Mazda2) as reasons for forgoing the US market. “We would have had a number that didn’t make much sense with 600 dealers and with the marketing it takes to launch a new car,” Davis explained, adding that there were other cars that made more profit for Mazda.

“It’ll always be there if we need it,” Davis added, referring to the fact that the car has already passed federal safety and EPA tests in order to be sold in Puerto Rico.

Internationally, the Mazda Demio has won much acclaim for its fuel economy and fun-to-drive handling. It even secured the coveted Japan Car of the Year award in its home country, ironically described by the voting panel as “a compact car filled with charm and the ability to appeal to the global markets.”

If US customers want to buy a new Mazda2, they will have to get it from Toyota.

Mazda has announced it will not sell the Demio, the Japan-market name for the compact hatchback, in the States. Instead, a sedan version originally designed for southeast Asian and South American markets will arrive in Toyota dealerships as the newly unveiled Scion xA.

Speaking with Automotive News, Mazda senior VP Robert Davis cited low gas prices and limited supply from Mazda’s Salamanca, Mexico factory (where the Scion xA is built alongside the Mazda2) as reasons for forgoing the US market. “We would have had a number that didn’t make much sense with 600 dealers and with the marketing it takes to launch a new car,” Davis explained, adding that there were other cars that made more profit for Mazda.

“It’ll always be there if we need it,” Davis added, referring to the fact that the car has already passed federal safety and EPA tests in order to be sold in Puerto Rico.

Internationally, the Mazda Demio has won much acclaim for its fuel economy and fun-to-drive handling. It even secured the coveted Japan Car of the Year award in its home country, ironically described by the voting panel as “a compact car filled with charm and the ability to appeal to the global markets.”

Though the new Honda Jade, a three-row hybrid wagon, is still relatively fresh after debuting in Japan this February, the company is already offering a sporty, turbocharged gasoline-only variant.

The Honda Jade RS is the latest car to receive the new 1.5L direct-injection VTEC Turbo motor, slated to debut in the US on the next-generation Civic. In fact, the Jade is more or less a Civic wagon, but with a unique 2+2+2 seating configuration that trumps the similarly-sized Prius v. At launch the Jade RS will only be available with a continuously variable transmission as its only gearbox option.

However, the chassis does see some sporting improvements with a 15 percent increase in stiffness up front, and a 20 percent increase out back. Honda also adds chassis reinforcement braces under the floorpan to help cornering.

Visually, the RS distinguishes itself rom the hybrid with a mesh grille and dark chrome trim. 17-inch alloy wheels are also unique to the model. Red “RS” badges can be found front and rear, a throwback to the 1974 Civic 1200 RS, which upped power by 7 percent and had a sportier suspension. In essence, the RS was the first sporty civic, preceding the first Civic Si in 1986 by over 20 years. The Civic was canceled in Japan in 2010. The Jade RS debuts at the end of the month.