Category Archives: NEW CARS

NEW CARS

2027 Audi A6 Allroad Quattro Brings RS6 Attitude, Hybrid Power, and SUV-Shaming Capability

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For years, the Audi A6 Allroad occupied a curious niche—a wagon for buyers who wanted SUV capability without the visual bulk or driving compromises that often come with it. Now Audi has doubled down on that formula. The all-new 2026 A6 Allroad Quattro arrives with a dramatically wider stance, RS6-inspired bodywork, and, for the first time, a plug-in hybrid powertrain that promises nearly 60 miles of electric driving.

In a market obsessed with crossovers, Audi’s latest Allroad feels like a statement: maybe you don’t need an SUV after all.

RS6 Looks Without the RS6 Price Tag

The biggest visual change is impossible to miss. Audi has given the new Allroad the kind of muscular wide-body treatment that was once reserved exclusively for the fire-breathing RS6. The result is a wagon that looks considerably more planted and purposeful than the standard A6 Avant.

The widened fenders are paired with Allroad-specific rugged touches rather than outright performance cues. Up front, a honeycomb grille and gloss-black trim surround the air intakes, while discreet protective cladding runs along the lower body. At the rear, a diffuser-style bumper treatment and faux air outlets reinforce the tougher aesthetic.

For buyers who prefer elegance over contrast-heavy styling, Audi will also offer many of these exterior elements in matte silver chrome, accompanied by aluminum roof rails and bright-finished exhaust outlets.

The numbers tell the story. At 78.2 inches wide, the new Allroad is a substantial 4.4 inches wider than the standard A6 Avant and 3.3 inches broader than its predecessor. It looks every bit as substantial as many midsize luxury SUVs while sitting much lower to the ground.

More Than a Lifted Wagon

Audi is eager to emphasize that the Allroad isn’t simply an A6 Avant with taller springs. Beneath the bodywork sits a comprehensively reworked chassis designed specifically for the model’s dual-purpose mission.

Ride height starts 1.3 inches higher than a standard A6 Avant, and the available adaptive air suspension can vary ride height by up to 2.2 inches depending on conditions. Select Offroad mode and the suspension raises itself an additional 0.6 inch. Engage Lift mode, and it climbs another 0.8 inch to help clear rough terrain.

The system is equally concerned with on-road performance. Dynamic mode drops the body by 0.8 inch to improve stability and sharpen responses, while at speeds above 75 mph the car automatically lowers itself to reduce aerodynamic drag and improve efficiency.

Audi has also equipped the new Allroad with all-wheel steering. At low speeds, the rear wheels turn opposite the fronts by as much as five degrees, effectively shortening the wheelbase and reducing the turning circle by nearly three feet. At highway speeds, the rear wheels steer in the same direction as the fronts for improved stability and smoother lane changes.

In theory, that should make the large wagon feel noticeably smaller around town while remaining composed during long-distance cruising.

Plug-In Hybrid Joins the Family

The biggest mechanical news sits under the hood.

For the first time in the Allroad’s history, Audi is offering a plug-in hybrid variant. The new e-hybrid combines a turbocharged 2.0-liter four-cylinder engine with an electric motor for a total system output of 367 horsepower and 369 pound-feet of torque.

Power is supplied by a substantial 25.9-kWh battery pack, which Audi says can deliver up to 95 kilometers (59 miles) of electric-only range under the WLTP test cycle. Charging is relatively painless as well, with an 11-kW onboard charger capable of replenishing the battery in roughly two and a half hours.

Traditionalists—and frequent long-distance drivers—can still opt for Audi’s familiar 3.0-liter V-6 turbodiesel. Equipped with a 48-volt mild-hybrid system, the diesel produces 299 horsepower and 428 pound-feet of torque, while the electrical system can contribute an additional 24 horsepower when needed.

Both powertrains send power through Audi’s standard Quattro all-wheel-drive system and both reach a governed top speed of 155 mph.

The diesel remains the performance champion, sprinting from zero to 62 mph in 5.4 seconds, narrowly edging the plug-in hybrid. It’s also the more capable tow vehicle, rated to pull up to 5500 pounds compared with the hybrid’s 4400-pound limit.

A Rolling Technology Showcase

Inside, the A6 Allroad adopts the same digital-heavy cabin introduced in the latest A6 sedan and Avant.

A curved dashboard houses an 11.9-inch digital instrument cluster alongside a 14.5-inch central touchscreen, while buyers can add a dedicated 10.9-inch display for the front passenger.

The technology extends beyond the cabin. Audi’s Digital Matrix LED headlights can project lane guidance and hazard warnings directly onto the road ahead, including alerts for slippery conditions. At the rear, second-generation OLED taillights can display warning graphics to following drivers.

Luxury buyers will find little missing from the options list. Four-zone climate control, acoustic side glass, a panoramic roof with variable shading, ventilated and massaging seats, and a sophisticated air-quality package are all available. Sustainable materials also play a larger role, including recycled-fiber trim options and linen-inspired interior surfaces.

Still a Wagon at Heart

Despite all the technology and electrification, practicality remains central to the Allroad formula.

The diesel version offers between 466 and 1,497 liters of cargo capacity, while the plug-in hybrid sacrifices some luggage room to accommodate its battery pack, providing between 404 and 1,423 liters.

Those figures still comfortably eclipse many luxury sedans and remain competitive with midsize premium SUVs.

That’s ultimately the appeal of the A6 Allroad. It delivers SUV-like versatility, genuine all-weather capability, and a commanding driving position without abandoning the dynamics, efficiency, and visual elegance that make wagons so appealing.

The Wagon Strikes Back

Audi’s timing couldn’t be more interesting. While much of the industry continues to chase crossover sales, the new A6 Allroad feels like a reminder that wagons remain one of the smartest automotive solutions ever created.

With RS6-inspired styling, sophisticated air suspension, available electrification, and enough cargo space to rival many SUVs, the latest Allroad may be the strongest argument yet against buying a crossover.

Orders open across Europe on June 18, with deliveries scheduled to begin this fall. Pricing in Germany starts at €77,250 for the V-6 TDI and €80,250 for the new plug-in hybrid.

And for buyers who still believe the perfect family vehicle should be low, long, and capable of tackling a mountain road on the way to a ski resort, Audi has built exactly that.

Source: Audi

NEW CARS

New Mercedes-AMG GLE 63 S and GLS 63 Debut with M177 EVO Power

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Just when it seemed every performance SUV was heading toward downsized engines and increasingly electrified futures, Mercedes-AMG has delivered a reminder that some traditions are worth fighting for.

Meet the heavily revised GLE 63 S 4MATIC+ and GLS 63 4MATIC+, two familiar high-performance SUVs that arrive carrying something increasingly rare in today’s automotive landscape: a hand-built AMG V8. More importantly, that V8 isn’t merely surviving—it has been extensively reengineered to ensure it remains part of AMG’s future.

At the center of both SUVs sits the latest evolution of AMG’s legendary M177 engine, a 4.0-liter twin-turbocharged V8 now known internally as the M177 EVO. While output remains unchanged at 612 horsepower and 627 pound-feet (850 Nm) of torque, AMG engineers have performed a comprehensive overhaul beneath the aluminum skin.

The headline change is a new flat-plane crankshaft, a feature more commonly associated with exotic sports cars than luxury SUVs weighing well over two tons. The switch reduces rotating mass, sharpens throttle response, and allows the engine to spin more freely toward redline. AMG says the result is a more eager and responsive character while simultaneously helping the powertrain meet increasingly stringent emissions regulations around the globe.

That balancing act—preserving personality while satisfying regulators—has become one of the industry’s greatest engineering challenges. AMG’s answer includes revised intake and exhaust ports, an updated fuel-injection system, redesigned turbocharger components, and a significantly upgraded emissions-control package that now includes a particulate filter as standard worldwide.

The V8 is no longer working alone, either.

A 48-volt electrical architecture and second-generation integrated starter-generator contribute an additional 23 horsepower and 151 pound-feet (205 Nm) of temporary assistance. The mild-hybrid setup smooths stop-start operation, improves low-end response, and recovers energy during deceleration without diluting the combustion engine’s character.

And yes, performance remains suitably outrageous.

Mercedes-AMG claims the GLE 63 S reaches 62 mph (100 km/h) in just 3.9 seconds, while the larger GLS 63 follows closely behind at 4.2 seconds. Both are capable of a 174-mph (280-km/h) top speed.

For many AMG loyalists, however, the numbers are only half the story.

The soundtrack matters just as much.

To that end, AMG has developed an entirely new Performance Exhaust system complete with active valves. In Comfort mode, the V8 settles into a subdued rumble appropriate for school runs and highway cruising. Select Sport+ and the system unleashes the deeper, more aggressive voice buyers expect from an AMG flagship.

Visually, Mercedes has given both SUVs a stronger performance identity. A redesigned front fascia features a more prominent Panamericana-style grille, larger cooling intakes, and new AMG-specific lighting signatures. Around back, quad exhaust outlets and an aggressive diffuser leave little doubt about what powers these machines.

The hardware beneath the bodywork receives equally significant attention.

AMG Ride Control+ combines air suspension with adaptive dampers and can alter its personality dramatically depending on driver preference. The system lowers the vehicle by 10 millimeters during spirited driving to improve aerodynamics and stability, yet can also raise ride height for rough roads or light off-road excursions.

For drivers who somehow find themselves tackling trails in a 612-hp luxury SUV, a dedicated Trail mode increases ground clearance by up to 55 millimeters while recalibrating the suspension, all-wheel-drive system, and damping characteristics.

Body control is managed by AMG Active Ride Control, which uses electromechanical anti-roll bars on both axles. Sensors monitor vehicle movements up to 1,000 times per second, actively counteracting body roll and helping these large SUVs corner with surprising composure.

The permanent AMG Performance 4MATIC+ system remains fully variable, capable of distributing torque precisely where it’s needed. Working alongside an electronically controlled rear differential, the setup promises sharper turn-in, improved traction, and greater stability whether carving through mountain roads or navigating snow-covered highways.

Inside, the formula blends performance and luxury in typical AMG fashion.

Drivers are greeted by the latest AMG Performance steering wheel, available in Nappa leather, microfiber-trimmed MICROCUT, or carbon-fiber finishes. Premium leather upholstery options span everything from understated black to vibrant MANUFAKTUR shades such as yacht blue and carmine red, while carbon trim and microfiber headliners reinforce the sporting atmosphere.

Technology also takes a step forward thanks to Mercedes-Benz’s new MB.OS operating system. High-resolution displays provide AMG-specific performance data, including real-time torque distribution, G-force measurements, and detailed engine telemetry, transforming the digital cockpit into a rolling performance command center.

Perhaps the most telling aspect of these updated SUVs isn’t any single specification, however. It’s the philosophy they represent.

In an era when performance increasingly arrives through batteries, software, and synthetic soundtracks, Mercedes-AMG has chosen to invest heavily in preserving one of its defining characteristics: a powerful twin-turbocharged V8.

The GLE 63 S and GLS 63 may be luxury family haulers on paper, but their existence sends a broader message. AMG believes there is still room in the future for eight cylinders, real exhaust notes, and the kind of mechanical drama that helped build the brand’s reputation in the first place.

For enthusiasts, that’s probably the most important number of all.

Source: Mercedes-Benz

NEW CARS

New Denza Z Combines 1,582bhp with Four-Seat Practicality

For decades, the world’s fastest grand tourers have arrived wearing familiar badges. Ferrari. Porsche. Aston Martin. Maserati. Even newcomers like Rimac have spent years earning credibility before asking six-figure buyers to take them seriously.

Now comes the Denza Z, a Chinese-built electric super-GT with 1,582 horsepower, a claimed 0–62 mph time of less than two seconds, and enough ambition to challenge Europe’s establishment on its own turf.

And perhaps most surprisingly, it’s heading to Europe before it goes on sale at home.

Fresh regulatory filings in China have revealed the full scale of Denza’s flagship performance machine, confirming figures that place it firmly in hypercar territory. The BYD-owned luxury brand’s new halo model produces a staggering 1,582 horsepower from a tri-motor electric powertrain, matching the sort of output once reserved for seven-figure exotics.

The numbers are predictably outrageous. Denza claims the Z will blast from 0 to 62 mph in under 2.0 seconds—putting it in the same conversation as the Rimac Nevera—and newly disclosed specifications reveal a top speed of 217 mph.

Not bad for a four-seat convertible.

Heavyweight Performance

The catch, if there is one, comes on the scales.

The soft-top version tips the balance at 5,842 pounds (2,650 kilograms), while the hard-roof model shaves that figure down slightly to 5,688 pounds (2,580 kilograms). Those are substantial numbers even in the EV era, though Denza clearly believes overwhelming power can compensate for excess mass.

Customers seeking maximum performance will be able to specify a sport package featuring a prominent rear wing. Beyond adding visual drama, the package unlocks the car’s full 217-mph capability. Standard models are electronically limited to a still-ridiculous 186 mph.

Designed by a Familiar Hand

While the badge may be new to many enthusiasts, the styling comes from a designer with impeccable credentials.

The Z was penned by Wolfgang Egger, whose résumé includes iconic work at Alfa Romeo, including the stunning 8C Competizione. The production car remains remarkably faithful to the concept first shown in Beijing, retaining its smooth bodywork, low nose, and cab-forward proportions.

The result is less aggressively futuristic than many modern EVs and more reminiscent of a traditional European grand tourer—an intentional move for a car targeting buyers accustomed to established luxury brands.

A Rare EV That Still Has Buttons

Inside, Denza appears to have resisted the temptation to bury every function inside a touchscreen.

The concept’s cabin featured a surprising number of physical controls, including what appear to be dedicated switches for drive modes and suspension settings. A squared-off steering wheel, exposed carbon-fiber trim, and bucket seats reinforce the performance focus, while the 2+2 seating layout positions the Z as a genuine grand tourer rather than a stripped-out track special.

It’s an approach that feels refreshingly old-school in a segment increasingly dominated by minimalist interiors and touchscreen overload.

Hypercar Technology Underneath

The headline power figure is only part of the story.

The Z employs a sophisticated three-motor setup with one electric motor driving the front axle and two powering the rear. It also receives steer-by-wire technology and BYD’s advanced DiSus-M magnetorheological suspension system, borrowed from the wild Yangwang U9 hypercar.

That suspension can continuously adjust damping characteristics based on upcoming road conditions, effectively preparing the chassis before it encounters bumps or surface changes.

Whether the Z will inherit the U9’s attention-grabbing ability to hop into the air remains unknown. As entertaining as that feature may be, European GT buyers are likely to care more about ride quality at 150 mph than party tricks in a parking lot.

Europe First, China Later

Perhaps the most telling detail isn’t found in the specifications sheet.

Denza plans to launch the Z in Europe before introducing it to Chinese customers, a bold strategy that reveals exactly who this car is targeting. The company clearly sees the continent’s premium GT market as the ultimate proving ground for its luxury ambitions.

It’s a daring move. European buyers have historically been loyal to domestic performance brands, and convincing them to spend supercar money on a relatively unknown Chinese nameplate won’t be easy.

Still, performance figures have a way of attracting attention.

The Price Question

Denza hasn’t revealed pricing, but the closest competitor on paper is arguably Maserati’s GranTurismo Folgore, which starts at roughly £180,000.

The Chinese brand may attempt to undercut that figure to accelerate market acceptance, though the Z will inevitably command a significant premium over the upcoming Denza Z9 GT, itself expected to start around £100,000.

If Denza can combine its extraordinary performance, advanced technology, and potentially aggressive pricing into a genuinely polished grand tourer, Europe’s established luxury manufacturers may have a new problem on their hands.

The numbers suggest the Denza Z is already capable of embarrassing some of the world’s fastest cars.

Now it has to prove it can be more than just a spec sheet hero.

Source: Autocar