Porsche 930 911 Turbo 1986 on 2040-cars

Auto blog

We drive the 2025 Porsche 911 T-Hybrid, updated Miata and Lamborghini Urus | Autoblog Podcast #841

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Road Test Editor Zac Palmer. This week, they discuss driving the 2025 Porsche 911 GTS T-Hybrid and the base 911 Carrera. Once they wrap up the Porsche section, the two chat about their driving experiences in the updated 2024 MX-5, refreshed Lamborghini Urus S and the Mercedes EQE 350+ SUV. After the reviews, it's time for some current events, as the two dig into the Goodwood Festival of Speed highlights, news of a redesigned Hyundai Palisade, an upcoming electric three-row Hyundai SUV and Audi's new A5 and S5 models. Send us your questions for the Mailbag and Spend My Money at: Podcast@Autoblog.com. Autoblog Podcast #841 Get The Podcast Apple Podcasts – Subscribe to the Autoblog Podcast in iTunes Spotify – Subscribe to the Autoblog Podcast on Spotify RSS – Add the Autoblog Podcast feed to your RSS aggregator MP3 – Download the MP3 directly Rundown Cars we're driving 2025 Porsche 911 GTS T-Hybrid 2025 Porsche 911 Carrera 2024 Mazda MX-5 Miata 2024 Lamborghini Urus S 2024 Mercedes-Benz EQE 350+ SUV News Goodwood Festival of Speed recap Hyundai Palisade spy shots Three-row electric Hyundai SUV 2025 Audi A5 and S5 revealed Feedback Email – Podcast@Autoblog.com Review the show on Apple Podcasts Autoblog is now live on your smart speakers and voice assistants with the audio Autoblog Daily Digest. Say “Hey Google, play the news from Autoblog” or "Alexa, open Autoblog" to get your favorite car website in audio form every day. A narrator will take you through the biggest stories or break down one of our comprehensive test drives. Related Video:  2025 Porsche 911 GTS gets new T-Hybrid: Sneak peek at the 992.2   This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

These are the cars with the best and worst depreciation after 5 years

The average new vehicle sold in America loses nearly half of its initial value after five years of ownership. No surprise there; we all expect that shiny new car to start depreciating as soon as we drive it off the lot. But some vehicles lose value a lot faster than others. According to data provided by iSeeCars.com, trucks and truck-based sport utility vehicles generally hold their value better than other vehicle types, with the Jeep Wrangler — in both four-door Unlimited and standard two-door styles — and Toyota Tacoma sitting at the head of the pack. The Jeep Wrangler Unlimited's average five-year depreciation of 30.9% equals a loss in value of $12,168. That makes Jeep's four-door off-roader the best overall pick for buyers looking to minimize depreciation. The Toyota Tacoma's 32.4% loss in initial value means it loses just $10,496. The smaller dollar amount — the least amount of money lost after five years — indicates that Tacoma buyers pay less than Wrangler Unlimited buyers, on average, when they initially buy the vehicle. The standard two-door Jeep Wrangler is third on the list, depreciating 32.8% after five years and losing $10,824. Click here for a full list of the top 10 vehicles with the least depreciation over five years. On the other side of the depreciation coin, luxury sedans tend to plummet in value at a much faster rate than other vehicle types. The BMW 7 Series leads the losers with a 72.6% drop in value after five years, which equals an alarming $73,686. BMW's slightly smaller 5 Series is next, depreciating 70.1%, or $47,038, over the same period. Number three on the biggest losers list is the Nissan Leaf, the only electric vehicle to appear in the bottom 10. The electric hatchback matches the 5 Series with a 70.1% drop in value, but since it's a much cheaper vehicle, that percentage equals a much smaller $23,470 loss. Click here for a full list of the top 10 vehicles with the most depreciation over five years.

2017 Porsche Panamera Turbo First Drive

The Porsche Panamera didn't need much improving. Okay, the humpback design was short of pretty, and people really liked complaining about the Spine of Many Buttons down the center console. But once you sat down in one (and could no longer see the shape) then set the chassis how you wanted it, the nitpicking stopped. Now back for round two, the Panamera has been visited with improvement in almost every area. We'll start with the styling. The 2017 design doesn't stray too far from the original's, but a handful of small changes come together to execute the stretched-911 look the car has always been going for – the rear roofline and side glass opening now mirror the sports car's. The back seat is no longer designed to fit a certain six-foot-six CEO, so the roof has been dropped slightly, although Porsche claims the seat cushion has been lowered by the same amount, making for a net-zero headroom change. The 2017 car's more pronounced shoulders, rear glass that reaches back farther, and a greater taper toward the rear bring it all together. There was less change in front – it's hard to tell a difference between the parts ahead of the windshield on this car and the face-lifted first generation at a glance; that's fine by us. If you liked the first Panamera's design, you'll like this one. And if you didn't, well, you probably still will. And anyone who liked how the last one drove will be into the second-gen car. The original felt tight, composed, and amazingly Porsche-like, more so than the Cayenne SUV that busted out of the company's mold before it. Porsche used its usual combination of technology and deft chassis tuning to make the first Panamera something more than a sporty sedan with a hatch on the back, and all of that carries over to this new one; the car is about the same size, with a slightly longer wheelbase, but it feels even smaller around you, which is mostly down to the many sophisticated chassis systems. They're too numerous to even list here, but you can read our tech backgrounder story for more details on what makes the car tick. We'll focus instead on how it drives. Although it has been changed, the steering manages to extend a through line from the last Panamera. The rack switches from hydraulic to electric assist, but the weight and feedback are similar to what the old car provided, at least in Normal mode.