BMW - Repair and Consignment Sales Redwood City - BMW To Return To Le Mans With Radical Hydrogen Fuel Cell Racer? - Bosch European Redwood City - (650) 368-3000

BMW  hasn’t competed in the 24 Hours of Le Mans since 1999, when its V12 LMR secured the first and only overall victory for the German automaker in the prestigious race. Now, BMW might be planning a comeback, though the goal this time isn’t thought to be competing with the likes of Nissan , Porsche and Toyota at the top level of endurance racing.

Rather, Autocar reports, BMW may build a radical hydrogen fuel cell racer that could compete in the event’s standalone ‘Garage 56’ category for experiment vehicles, which Nissan used last year for its ZEOD RC plug-in hybrid. The year of competition BMW is said to be aiming for is 2018.

The thinking behind the move is said to be the marketing potential for fuel cell tech the participation could bring about, as BMW is committed to bringing a fuel cell vehicle to market around 2020 and is currently developing the technology in partnership with Toyota. Toyota, of course, already races at Le Mans in the top LMP1 category and the Japanese automaker has just unveiled its own fuel cell vehicle in the form of the 2016 Mirai.

There have been rumors of a BMW return to top level endurance racing, though the high-cost of developing an LMP1 program as well as the high bar set by rivals may be too much for BMW, whose focus in motorsport appears to have subsided since the decision was made to pull out of Formula One  at the end of the 2009 season. The Garage 56 entry, then, appears to make the most sense, especially as BMW gears up to introduce a fuel cell vehicle.

Not much is known about BMW’s plans for a fuel cell vehicle. The automaker is thought to be testing a prototype drivetrain in a 5-Series  Gran Turismo, but any production fuel cell vehicle from BMW will likely be grouped in the automaker’s i sub-brand for eco-focused models.

Note, BMW isn't the only automaker considering a Le Mans return. The Ford Motor Company [NYSE:F] and McLaren are both tipped to be returning to Le Mans with programs based around their respective GT and 650S supercars.

source: MotorAuthority

by Viknesh Vijayethiran

http://www.boscheuropean.com

Range Rover - Repair and Consignment Sales Redwood City - First drive: 2016 Land Rover Range Rover Sport SVR - Bosch European Redwood City - (650) 368-3000

Jaguar Land Rover’s Special Vehicle Operations (SVO) division sounds very much like a clandestine organization secretly engineering skunkwork projects that would make the SR71 Blackbird look quaint in comparison. What has in fact emerged from the workshop is the Range Rover Sport SVR: a vehicle with “overt stealth,” smuggling a brash powerhouse under the guise of the brand’s flagship luxury SUV.

Packed with a supercharged 5.0-liter V8, the result is a 550-horsepower Range Rover uncompromising in its sophistication and comfort, capable of unleashing the brute within when the road — or lack thereof — requires a heavy hand rather than a velvet touch.

Englishman in New York

My journey with the new Range Rover would start in lower Manhattan, where the SUV’s first test would be to survive the Wild West that is New York City traffic. The plan was to take the car upstate and put it through its paces to test everything it promises to deliver: ruggedness, comfort, and performance. None of that was going to happen, however, until a few taxis got a move on.

Make no mistake; the SVR wasn’t blending in with the crowd. The big, Estoril Blue Rover hints at the power underneath the skin with an SVO designed exterior. Its front fascia now features large trapezoidal intakes, a blacked-out grille, and a bumper designed to reduce front-end lift at high speeds. The wider air apertures are there not only intimidate but also send air to the engine’s supercharger as well as to cool the brakes.

Around the back, the Range Rover continues the darker motif with a black air diffuser and a quad exhaust system that looks like the SUV is packing two double-barreled hunting rifles. They may not blast out a wad of double-aught, but they were primed to let loose a cacophony of noise as I hit that wonderful open-exhaust button on the center console.

Over the hills and far away

Leading out of town, however, the Range Rover remained ever docile, floating comfortably along the now open highway in reserved silence. All the typical Range Rover trappings are offered — soft Oxford leathers, aluminum trim details, 62.2 cubic-feet of load space — but unique to the SVR are bespoke sport seats designed to be comfortable at a cruise and also supportive when the pedal is planted. Optional carbon fiber inserts throughout the cabin also drive home the fact that this isn’t your grandmother’s stately people carrier.

Range Rover’s marriage of luxury and ruggedness is, as always, its greatest strength.

The entire package is elegant and plush enough for a weekend excursion to a country equestrian center, but the SVR is more suited to smash through the show jumping course than it is for dressage.

I instead opt to take the Range Rover SVR to a different track altogether, specifically Monticello racetrack in upstate New York. The folks at Land Rover have arranged to demonstrate the sporty dynamics of the SVR, but not without first proving its off-road heritage.

Cut through the back woods of the track, I take the SVR through a course that is both sufficiently muddy and rocky. Equipped with permanent all-wheel drive and a twin-speed transfer case, the SVR is meant to tackle whatever terrain lies ahead and do all of the grunt work itself.

Like an off-road butler, the SUV automatically decides the most appropriate time to lock the differential, apply enough power to crawl over obstacles, and pull through mud without having to bother the driver. After selecting the appropriate ride height, I can preemptively choose the mode I desire with a turn of the terrain response dial. From here, I can prep the Rover for mud, sand, or snow surfaces, or I can leave it on “auto” which is a more reactive, but no less effective method.

At that point, I have to do is keep the wheels pointed in the right direction, applying enough throttle to chug through the earth without getting stuck or sliding. A multitude of displays help me along, showing the angle and suspension travel of each wheel. I can also see how much torque is being applied and where, so I can modify my input accordingly. Combined with hill descent assist, the Rover simply takes over and gently brings me down a hill on its own.

I figured now I would shuttle over to the actual course where a separate track-ready Range Rover would be warmed up and waiting for me, but that was not so. I was told to stay in the vehicle and, after a quick hose-down and check for tire punctures, I was told to grab the helmet in the back seat and hit the track.

Best of both worlds?

The Range Rover hunkers down in Dynamic mode, ready to fire all 550 ponies from the F-TYPE R-sourced 5.0-liter supercharged V8. With 502 pound-feet of torque and a promise of a 4.5-second 0 to 60 sprint, I’m eager to see just if SVO has indeed crafted the ultimate all-rounder.

Power flows to the track by way of an eight-speed automatic geared for 50 percent shorter shifts, designed to keep the revs within the optimal power band at all times. Even for a 5,000-pound truck, the engine churns up enough thrust to send me flying down the track, hitting the triple digits before turning in to bends. SVO has taken everything the Range Rover Sport does and improves it, optimizing the suspension and adaptive damper settings, making it far more nimble. Torque vectoring helps pull the hulking luxury SUV through corners, helping to reduce understeer.

Conclusion

In Range Rover’s mission to bring civility to the wild, without sacrificing luxuriousness or street performance, the SVR certainly raises the bar set by the Range Rover Sport. Yet, in the end, attempting to be all things to all people is its biggest burden. Certainly, the Range Rover’s marriage of luxury and Ruggedness is, as always, its greatest strength. The steering wheel buttons even have a light tack to them as to prevent inadvertent button presses amid off-road jostling. Having the willingness to actually take an $110,000 vehicle to anything remotely unpaved is a different matter altogether. As such, the Ranger Rover satisfies the small Venn diagram intersection of those who seek to go off the beaten path, but also wants to do so in the most opulent manner possible. The Range Rover can do this, but it’s difficult to ascertain why.

On the track, the SVR and its hairy-chested grunt makes for an impressive experience, but the novelty of taking a full-size SUV to a track day hangs over the experience. Unlike the BMW X6 M, which makes you forget you’re even in a utility vehicle, the Ranger Rover doesn’t blur the line between the segments with sedan performance. The SVR drives like an amazing truck … but a truck all the same.

The Range Rover SVR is unquestionably Land Rover’s best jack-of-all-trades, and the increase in power and performance without compromising its off-road heritage is a testament to SVO’s craftsmanship. Other vehicles may be more rugged, opulent, or sporty, but hardly any of them can do all at once with the SVR’s level of success.

Highs

• Staggering ability to transition from off-road ruggedness to track-ready performance
• Uncompromising luxuriousness in all situations
• Incredibly docile and comfortable when required
• Blaring, powerful presence when taken off its leash

Lows

• Track and off-road performance easily compromised by tire selection
• Capable off-road and on-track but hardly appropriate for either

source: http://www.digitaltrends.com/car-reviews/2016-land-rover-range-rover-sport-svr-first-drive/

by Alexander Kalogianni 

http://www.boscheuropean.com

Mercedes - Repair and Consignment Sales Redwood City - 2016 Mercedes-Benz GLC (GLK-Class) Spy Shots - Bosch European Redwood City - (650) 368-3000

Mercedes-Benz next-generation GLK-Class is in the final phases of its development, and it looks like the popular small SUV will sport a very handsome new look—in addition to a new name. Yes, as part of Mercedes' new naming strategy, the GLK will be retitled a "GLC" to reflect its similar positioning to the C-Class line of vehicle.

image via S. Baldauf/SB Mediem

As for its new look, the latest spy shots confirm that the GLC will be slightly larger than the GLK it replaces, as well as rather sleek and shapely, much like the C-Class sedan it shares part of its name (and part of its build) with. This is partially due to the smaller GLA bursting onto the scene. The GLC has a longer wheelbase than the current GLK, and its track is wider too.

The bigger footprint should translate to more interior space and improved dynamics. It also means the new GLC will better match rivals such as the BMW X3 and Audi Q5 in terms of comfort and space in the small SUV and crossover segment. A shot of the interior reveals the premium C-Class-inspired design.

The car’s mechanical package will be shared with the all-new 2015 Mercedes-Benz C-Class. And with the new C-Class now being manufactured at Mercedes’ plant in the U.S., there’s a small chance the new GLC will join it. The GLC will also get a right-hand-drive configuration, enabling the vehicle to enter markets such as the U.K., Japan, India and Australia, where the left-hand-drive-only GLK was never officially sold.

A four-cylinder turbo should remain the base option, most likely the 2.0-liter unit found in the 2015 C300, which is good for 241 horsepower and 273 pound-feet of torque. The current GLK’s turbocharged 2.1-liter four-cylinder diesel should carry over, and a gasoline V-6 should also be offer, most likely the turbocharged 3.0-liter V-6 good for 329 hp and 354 lb-ft of torque which is found in the 2015 C400. The good news is that a high-performance GLC63 is being developed by the Mercedes-AMG skunk works, and we should also see a new AMG Sport variant as well as an eventual plug-in hybrid.

The new GLC, which arrives as a 2016 model, will debut later this year. It will be joined by three other high-riding Mercedes vehicles: the new GLE Coupe, the GLE (M-Class facelift) and the GLS (GL-Class facelift).

source: Motorauthority

by Viknesh Vijayenthiran

http://www.boscheuropean.com

VW - Repair and Consignment Sales Redwood City - Next Volkswagen GTI To Pack 300 Horsepower? - Bosch European Redwood City - (650) 368-3000

Volkswagen Golf GTE Sport concept, 2015 Wörthersee Tour

Volkswagen is making moves to shorten its vehicle  life cycles from seven to five years (with a mid-cycle update after the first three years) in an attempt to keep up with its American and Asian rivals. The first of its models to adopt this shorter life cycle will be the Golf, which is expected to receive a mid-cycle update for the 2018 model year and undergo a complete redesign for 2020. And the good news is that the sporty GTI  and Golf R variants will also be renewed along the way.

Automobile is reporting that the new versions of the GTI and Golf R will produce substantially more power than their current versions. The magazine also reports that there will be a third performance variant, a range-topping Golf RS, that’s set to become a permanent fixture in the Golf lineup. This Golf RS is likely to be introduced in the current MkVII Golf range in the form of a production version of 2014’s Golf R 400 concept, a prototype for which we’ve already spied.

With the Golf RS expected to pack as much as 400 horsepower—yes, an insane figure for a Golf—that leaves room for engineers to turn up the wick on the GTI and Golf R. According to Automobile, the next GTI will pack as much as 300 hp and the next Golf R as much as 350 hp. That’s well up on the 210 hp (220 hp with optional performance pack) of the current GTI and 292 hp of the current Golf R.

The basis for the next Golf will be an upgraded version of the flexible MQB platform found in the current model . Referred to internally as MQB Evo, the upgraded platform will offer further weight savings and more powertrain options. It’s likely some of these performance variants will feature an electrified drivetrain. A clue comes in the form of VW’s recent Golf GTE Sport concept, which also hints at the styling we can expect for the next Golf. The concept featured a plug-in hybrid system with 395 hp on tap.

Note, we won’t have to wait until the next Golf arrives for a more powerful GTI. VW will introduce a 261-hp GTI next year to mark the nameplate’s 40th anniversary. A preview of this more powerful GTI came in the form of the recent GTI Clubsport concept.

source: http://www.motorauthority.com/news/1029418_next-volkswagen-gti-to-pack-300-horsepower

by Viknesh Vijayenthiran

http://www.boscheuropean.com

Audi - Repair and Consignment Sales Redwood City - 2017 Audi Q7 First Drive - Bosch European Redwood City - (650) 368-3000

Automotive evolution rarely makes a great leap, instead creeping along from new model to new model at a predictable pace. Audi's new Q7, though, is like handing a Bic lighter to a Cro-Mangon man smashing rocks. In Europe the new version drops 700 pounds, almost enough to reclassify its species. Audi's fire-machine will arrive in America in early 2016, as a 2017 lighter model. We spent some time in the Swiss Alps flicking the 2017 Audi Q7. As far as revolutions go, the 2017 Q7 certainly looks new. It resembles a tall station wagon more than ever, at least in European trim. A little tweaking of the design wand has left the rear end boxy and angular. Our test models use an adaptive air suspension, and the the "all-road" setting lifts the Q7 about an inch, to the normal ride height for US models. Thus raised, the big Q looks more like an SUV.        This Q7 represents the first of the Volkswagen Group's MLB-platform cars. Lighter and said to be more dynamic, MLB will underpin everything from the next-gen A4 to performance and luxury SUVs like the Porsche Cayenne, and BentleyBentayga. With the structural improvements comes a diet heavy in aluminum, the prime reason for the previously-mentioned weight savings. When outfitted for our content and crash-safety specification, US-bound models will still be about 500 pounds lighter than before. But dramatic weight-savings isn't the Q7's only trick. The adaptive air suspension significantly changes the character of the Q7, especially in the sportiest Dynamic model. There's an optional all-wheel steering feature that improves turning radius, and helps with high-speed stability. This is not to be confused with Audi's Quattro all-wheel drive, which along with a panoramic sunroof and seven seats, comes standard on all stateside models.     Under the hood, things aren't so different. Both available engines are reworked but largely the same. The supercharged 3.0-liter gas engine still makes 333 horsepower and 325 pound-feet of torque, but it's not as thirsty as it used to be. Expect a two or three mile-per-gallon bump once official EPA ratings arrive. That engine, as well as Audi's reworked 3.0-liter V6 TDI – good for 260 hp and 443 lb-ft once outfitted for the US – are mated to the ubiquitous ZF eight-speed transmission. The Q7's driving character greatly depends on where it is pulling power from. While the diesel model is capable, turbo lag cuts back on the satisfaction we normally derive from oil burners. Audi did a great job of making the 3.0-liter TDI quiet, but it lacks the elegant, sporty note of the TFSI gas engine on aggressive acceleration. The TFSI currently accounts for 80 percent of all Q7s sold. With power at the ready, this is the engine we'd opt for if fuel economy or towing are not foremost concerns. Regardless of which engine you choose, the Q7 will capably take a corner (we had our share while ascending and descending the Alpine switchbacks), and feels far more nimble than its large frame would suggest. The TDI is expected to hit 60 mph in about 7.5 seconds, while the TFSI should take a hair over six seconds.        There are significant advances in the Q7's interior tech (or the cranium, if you will). Audi's Virtual Cockpit makes its first SUV appearance here, complementing the high-resolution screen on the center stack. The instrument panel and guages have all been replaced with a digital skin (think Cadillac XTS) which can double as a second screen withGoogle Earth navigation. Critically, that puts driving directions in the driver's sightline. Steering wheel buttons allow you to access all the menus you would otherwise navigate from the control knob, though it takes some fiddling to get acquainted. Audi also offers Apple CarPlay and Android Auto integration. And rear passengers, especially kids, will delight in the Audi tablet, an optional iPad-like device with 10.1-inch screens, powered by a Tegra 4 processor. The tablets works both with the in-car systems as well as give media and entertainment options. And unlike an iPad, you shouldn't have to worry about leaving the Audi tablet in the car on a freezing night. There are a host of new assist systems on the Q7 that Audi says are the next step towards an autonomous car. These include a Traffic Jam Assist, which acts like an advanced active cruise control to do most of the driving at speeds of up to 37 mph. There are also the latest iterations of the lane-keeping assist system, pre-collision assist, and more. Perhaps the smallest surprise is how nice the interior is, if only because we expect as much from recent Audis. There's an especially attractive and sporty leather-wrapped, three-spoke steering wheel flanked by shift paddles on either side. Our tester had oak and aluminum inlaid trim, an Alcantara headliner, and leather everywhere. (We half-expected upon opening the glove compartment a sea-scroll of never-ending pillowy-soft leather would billow out.) The one drawback to the Q7 interior is the third row. While there's an electronic button to help fold the second-row seat and improve access, ingress and egress is a bit of chore. And the rear is not a desirable place for adults, especially if there are taller passengers in the second-row seats. On the flip side, a standard feature will be electronically folding third row seats, meaning you can effortlessly have a large, flat cargo area in a matter of seconds. When the new Q7 arrives early next year, it will offer a more dynamic, fuel-efficient, premium, and technological experience. The Q7 excels as a city tourer, but capably transforms instantly into a sporty machine. The Q7 sheds more than 10 percent of its body weight compared to the current generation, and feels more dynamic and nimble as a result. And with new advanced assistance tech, a next-gen MMI and connectivity, revised and modern styling, and an interior we've come to expect as the standard bearer, the Q7 makes a strong case as the most alluring SUV in its segment

source: autoblog

by Matthew Askari

• Image Credit: Copyright 2015 Matthew Askari / AOL

http://www.boscheuropean.com

Jaguar - Repair and Consignment Sales Redwood City - 2017 Jaguar F-Pace Spy Video - Bosch European Redwood City - (650) 368-3000

Jaguar is entering new ground with it’s first-ever SUV, the recently confirmed F-Pace, which is featured as a prototype in our latest spy video. The new F-Pace is currently undergoing final testing ahead of a world debut at the 2015 Frankfurt Auto Show in September. You may recall that it was at the German show two years ago that we first saw the handsome C-X17 concept, which we’re glad to report closely resembles the production F-Pace it previewed.

Faithfully transferred to the production model are the concept’s muscular haunches and taut surfaces, as well as its slit-like lights. For the interior, a previous spy shot revealed a dash layout that resembles the one in the 2017 XE sedan. Key elements will be a rotary dial and a central display screen for Jaguar’s new In Control infotainment system.

The F-Pace will take on the BMW X3 and Mercedes-Benz GLC (GLK-Class replacement) in the premium small crossover segment but will be set apart by brilliant dynamics and fuel efficiency made possible by lightweight aluminum construction. Underpinning the vehicle is Jaguar Land Rover’s iQ[Al] platform that debuted in the XE and also underpins the recently revealed 2016 XF.

Derived from the Premium Lightweight Architecture used by Land Rover, the iQ[Al] is a scalable vehicle platform designed not only to be light but also extremely stiff. It’s also been designed to incorporate innovative efficiency technologies such as diesel, plug-in hybrid and even battery-powered electric powertrains, and it also features some pretty sophisticated chassis technology like Instinctive All-Wheel Drive and All Surface Progress Control.

Standard powertrains  in the F-Pace will include Jaguar’s Ingenium range of turbocharged 2.0-liter four-cylinders, and the automaker’s supercharged 3.0-liter V-6. At launch in the U.S. we’re likely to see the F-Pace’s engine lineup mirror that of the XE, which means a base 2.0-liter diesel and more potent supercharged 3.0-liter V-6. An eight-speed automatic is expected to be the only transmission.

Look for the new F-Pace in showrooms in the second half of 2016, as a 2017 model.

source: www.motorauthority.com

by Viknesh Vijayenthiran

http://www.boscheuropean.com

Range Rover - Repair and Consignment Sales Redwood City - 2014 Land Rover Range Rover L Autobiography - Bosch European Redwood City - (650) 368-3000

When it comes to full size, ultra-luxurious SUVs, you can't do much better than a Range Rover. We've gushed over the biggest Land Rover several times, praising this latest generation's powerful engines, luxurious interiors, and ability to climb both mountainsides and social ladders all while looking fantastic.

Capable as it may be, Land Rover's mission with the Range Rover is to also create an absolutely top-shelf luxury experience, something that's perhaps best illustrated here with the company's new long-wheelbase model. In previous generations, rear seat accommodations were always a sore spot, with compromised legroom and tricky ingress and egress.

By stretching the wheelbase by nearly eight inches, this longer Rangie now offers an additional 7.3 inches of legroom. And with a new executive rear seating package that replaces the traditional bench for a proper two-plus-two arrangement, the back seats now feature an additional 17 degrees of recline. It all comes at a price – roughly $146,000 as-tested – but combined with the more luxurious rear seat accommodations, that hefty price tag actually seems like sort of a bargain. Think about it: Sure, you can get a stretched S-Class or 7 Series for slightly less coin, but the Range Rover is far more capacious, functional, and has all that off-road prowess, to boot. Don't think of this thing as just a stretched Range Rover. Think of it as the most luxurious fullsize SUV you can buy today – and maybe tomorrow, too.

Driving Notes

• Mechanically speaking, the long-wheelbase model doesn't shake up the Range Rover package too much. Nor does it from a design standpoint. Oh sure, you can really see that added length, especially in the profile view. But aside from that, the only added visual cues are small 'L' badges on the aluminum character line below the doors. The extended Range Rover is still handsome as ever, and the extra length doesn't make it look awkward, or too-long, like some stretched-wheelbase cars.
• Nothing is different under the hood, either, where Land Rover's 5.0-liter supercharged V8 still keeps things rockin' with 510 horsepower and 461 pound-feet of torque. Like the standard-wheelbase models, this power is all managed through a buttery-smooth eight-speed automatic transmission, and the same four-wheel drive and off-road capability is there.
• This powertrain still makes for a bloody quick Range Rover, especially considering its size and heft – the longer model adds some 287 pounds to the overall curb weight, tipping the scales at a healthy 5,137 pounds. That's a lot of weight, but it's still less than standard-wheelbase rivals (the Lexus LX 570 weighs a galling 6,000 pounds), and it remains a significant decrease from the outgoing model thanks to its new aluminum-intensive construction. And with that 5.0-liter supercharged heart pumping out the power, Land Rover estimates that its largest Range Rover will still sprint to 60 miles per hour in 5.1 seconds.
• On the road, the LWB model is every bit as good to drive as the standard configuration, though some full-size SUV attributes like a bit of vagueness in the steering, a fair amount of body roll, and noticeable front/rear pitch during takeoff and landing have been baked in (the latter being a longtime air-suspended Land Rover hallmark). Stretching the wheelbase does make the Range Rover a bit more compliant and limousine-like on the highway, with pavement irregularities being seemingly more smothered than before.
• Should you venture off road, the LWB Range Rover is nearly every bit as capable as its more compact (ha!) sister. All of the excellent off-road terrain management settings are there, and approach and departure angles haven't changed in stretching the wheelbase. The breakover angle has decreased slightly, however – 18.4 to 26.1 degrees (normal vs. off-road heights) in the LWB, compared to 20.1 to 28.3 degrees in the normal-wheelbase model.
• In all, there isn't a whole lot of difference from behind the wheel, but to critique the long-wheelbase Range Rover on its dynamics would be missing its point entirely. The big-ticket feature here, is what's in store for the folks you're chauffeuring around.
• We aren't exaggerating here when we say that the executive seating package on this Range Rover provides for one of the most luxurious and spacious rear compartments we've ever had the privilege of experiencing. There's headroom, knee room, legroom and shoulder room galore, with individually heated, cooled and massaging rear thrones. What's more, Land Rover offers individual rear seat entertainment systems, four-zone climate control and a massive panoramic sunroof. Combine those attributes with the SUV's stadium seating, and you've got all the makings of a truly first-class experience.
• Nothing in the class – no Mercedes-Benz, no BMW, no Lexus, no Audi – offers this sort of rear seat accommodation. Land Rover has created something that will likely rival – and perhaps, best – what Bentley is planning for its upcoming SUV, if not its Flying Spur.
• That isn't completely without fault, though our cabin complaints mostly concern the cockpit. We still don't love Land Rover's slow-to-respond touchscreen infotainment system, and some of the minor controls feel cheap considering how luxurious the rest of the interior is.
• Our tester's orange-tan leather may come across as a bit much for some eyes (these photos don't help), but it's all up to would-be owners how they spec their new ride. Land Rover offers a host of other interior color combos, and it doesn't change the fact that this cabin is otherwise top-notch as far as comfort and refinement goes.
• Of course, all this added goodness comes at a price. Long-wheelbase models start at $106,225, and can only be had with the 5.0-liter SC V8. From there, adding the Autobiography trim adds a hefty $36,800 to the bottom line, which allows you to select the executive rear seating pack, and adds a healthy upgrade of interior luxury and small upgrades to the exterior (unique 21-inch wheels, chrome-plated grille and more). Want something even more outrageous? Land Rover will sell you a limited-edition LWB Autobiography Black, for $185,000.

You can scoff all you want at the $146,000 bottom line for this tester, but again, considering it will likely rival what Bentley offers with its SUV – a vehicle that should easily cost twice as much – in the right light, it's kind of a bargain. And with a powerful engine, genuine go-anywhere capability and serious street cred, what is perhaps the best fullsize SUV money can buy just got better. Who says size doesn't matter?

source: Autoblog

by Steven J. Ewing

• Image Credit: Copyright 2014 Steven J. Ewing / AOL

http://www.boscheuropean.com