U.S. Senate passes North America trade deal

WASHINGTON —The U.S. Senate on Thursday approved a revamp of the 26-year-old North American Free Trade Agreement that includes tougher rules on labor and automotive content but leaves $1.2 trillion in annual U.S.-Mexico-Canada trade flows largely unchanged.

The legislation to implement the U.S.-Mexico-Canada Agreement passed on an 89-10 bipartisan vote, sending the measure to President Donald Trump for him to sign into law.

The Democratic-controlled U.S. House of Representatives passed the legislation on Dec. 19 after hammering out changes to ensure better enforcement of labor rights and tighter environmental rules during months of often contentious negotiations with the Trump administration.

The Senate vote came a day after Trump signed a long-awaited Phase 1 trade deal with China, and shortly before the Senate formally began the impeachment trial of Trump on charges that he abused his power.

The U.S. S&P 500 stock index hit the 3,300 mark on Thursday for the first time, buoyed by the two trade deals, solid retail sales and upbeat Morgan Stanley earnings.

U.S. Treasury Secretary Steven Mnuchin said Trump’s efforts to rebalance U.S. ties with its major trading partners were bearing fruit, and boosting U.S. economic growth.

“This historic agreement not only modernizes and rebalances our trade relationship with Canada and Mexico, but it promotes economic growth, creates jobs, and provides crucial certainty for farmers, workers and manufacturers,” he said in a statement.

On Wednesday, Mnuchin told Fox News that interim trade deal with China and passage of USMCA would boost growth of the U.S. gross domestic product by 50 to 75 basis points.

Mexican President Andres Manuel Lopez Obrador on Thursday called the deal’s approval good news for the Mexican economy, and predicted it would jump start new investments.

Canada still needs to approve the deal before it can take effect and replace NAFTA. It was signed by the leaders of the United States, Mexico and Canada in September 2018.

Trump made renegotiating NAFTA a centrepiece of his 2016 election campaign, calling it “the worst trade deal ever made” and blaming it for the loss of thousands of American factory jobs to low-wage Mexico.

He had threatened to cancel NAFTA outright unless Congress acted to approve the replacement deal, sparking uncertainty among business owners and putting a damper on new investment.

The AFL-CIO union federation, which represents some 12.5 million workers across the United States, estimates that some 851,700 U.S. jobs were lost to Mexico because of NAFTA.

The U.S. goods trade deficit with Mexico was $80.7 billion in 2018, compared with a $1.7 billion surplus in 1993, thanks in part to U.S. companies moving manufacturing operations south of the border.

But NAFTA also quadrupled trade among the United States, Canada and Mexico, sending it to $1.2 trillion a year by 2017, and knitting together supply chains across the continent.

Industry groups hailed the trade agreement and said it would provide sorely needed certainty to revive investment flows.

“This trade agreement will serve as a model for future trade agreements, and help grow the U.S. economy as a whole, especially the auto sector and its manufacturing supply chain,” said Matt Blunt, president of the American Automotive Policy Council.

Canada’s parliament does not return to session until Jan. 27, so the scheduling of a vote there remains unclear. But USMCA is expected to see little resistance in Canada, as Conservatives have said they would back the deal negotiated earlier by Prime Minister Justin Trudeau’s Liberal-dominated government.

“Today the Senate will send this landmark agreement to the president’s desk. A big bipartisan win,” Senate Republican Leader Mitch McConnell said on the Senate floor.

Republican Senator Joni Ernst told Fox Business Network that she expected Trump to hold a signing ceremony next week.

The bill was opposed by eight Democrats — including Senate Minority Leader Chuck Schumer — Republican Senator Pat Toomey of Pennsylvania and presidential candidate Senator Bernie Sanders, an Independent. Senator Jim Inhofe, a Republican from Oklahoma, did not vote.

Source: AutoBlog.com

2021 Porsche 718 Cayman GTS, Boxster GTS upsize with 4.0-liter flat-six

While downsizing is the order of the day in the automotive industry, Porsche is upsizing by bringing the naturally-aspirated flat-six engine to the 718 GTS range. Enthusiasts will undoubtedly see the move as right-sizing. 

The 718 Cayman GTS 4.0 and the 718 Boxster GTS 4.0 will replace the existing four-cylinder-powered models, which Autoblog can confirm will retire at the end of the 2019 model year. As their name clearly implies, they receive a 4.0-liter flat-six tuned to deliver 394 horsepower and 309 pound-feet of torque. The mid-mounted six spins the rear wheels via a six-speed manual transmission. There won’t be a PDK automated manual transmission available at launch, though a Porsche spokesperson told Autoblog one could eventually join the range.

Both members of the GTS duo take 4.3 seconds to reach 60 mph from a stop, and they top out at 182 mph. To put all this into perspective, the outgoing GTS models released in 2017 share a turbocharged, 2.5-liter flat-four rated at 365 horsepower and 309 pound-feet of torque when ordered with a six-speed stick, or 317 when equipped with the optional seven-speed dual-clutch automatic. They perform the benchmark zero-to-60 sprint in 3.9 seconds when fitted with two pedals, and can reach 180 mph.

Aficionados have a little less torque to play with, but Porsche doesn’t think they’ll mind.

“The turbo four put the car on another performance level, but in the upper echelons of the model line there’s a lot of interest in the six-cylinder engine, especially in the United States,” a spokesperson told us. Besides, the 4.0-liter is closely related to the 414-horsepower six that powers the flagship GT4 and Spyder variants of the 718, so it makes sense for Porsche to use it in other models if possible, the spokesperson added.

The GTS models come standard with Porsche Active Suspension Management (PASM) technology, which lowers the ride height by nearly an inch compared to other 718s, and bigger cast-iron rotors with six-piston front calipers. Torque vectoring and a mechanical limited-slip differential are also part of the equation.

Car-spotters need to keep an eye out for black trim, tinted lights on both ends, and 20-inch alloy wheels. Porsche spruced up the cabin with black Alcantara upholstery and carbon fiber trim, though other materials are available.

The standard Sport Chrono package includes Porsche’s Track Precision App, which allows drivers to record track runs, and upload performance-related data (like the pedal position, the steering angle, and the racing line) onto their smartphone for analysis. For street driving, there’s a 7-inch touchscreen in the center stack that buyers can upgrade with internet-connected navigation software that provides real-time traffic data.

Porsche will begin taking orders for the 718 Cayman GTS 4.0 and the 718 Boxster GTS 4.0 in the summer of 2020. Pricing information will be released in the weeks leading up to their on-sale date, but we estimate their price tag will fall right under $90,000. For context, the four-cylinder-powered models start at about $80,000.

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Source: AutoBlog.com

EV buyers in New Jersey to get tax rebates up to $5,000, PHEVs included

Going green in the Garden State could soon net you some green, in the form of state tax rebates for those who buy or lease an EV or a PHEV. A bill that just passed the state Legislature would give New Jersey among the strongest electric-car incentives in the country.

EV purchases would earn a $5,000 rebate for models with 200 miles of range or better. For EVs with less range, the rebate would be pro-rated at $25 per mile. The PHEV rebates are the same $25 per mile, and are also based on electric range. The PHEV incentive sunsets after 2022. Vehicles priced above $55,000 would be ineligible for the incentives. The bill also provides $500 to offset the purchase price of an in-home charger, and spurs development of public chargers as well.

According to Energy.gov, New Jersey’s proposed rebate would put the Garden State ahead of Colorado, giving it the most generous maximum state incentive in the nation . New Jersey Gov. Phil Murphy is expected to sign the bill into law.

Source: AutoBlog.com

Barrel-rolling down a sand dune won’t stop Fernando Alonso’s Dakar race

Former F1 driver Fernando Alonso was well aware of the Dakar Rally’s dark and extremely dangerous history before he entered the 2020 race as a first-time participant, but that didn’t stop him from taking on what he called the biggest challenge of his career. In the early stages, Alonso’s first rally got off to a rocky start when he hit a hole that ripped off a wheel and severely damaged his truck’s suspension geometry. Though it cost him significant recovery time in the race, the first wreck was nothing compared to what happened in Stage 10. With former Dakar champion and co-driver Marc Coma along for the ride, Alonso rolled his truck down a sand hill before driving off and continuing the race. He finished the race, and nobody was seriously injured.

The Dakar Rally is one of the most insane and intense competitions in the world, motorsport or not, and only those with bulletproof minds and bulletproof rides are capable of reaching the finish line. The rally takes place in Saudi Arabia and covers about 4,660 miles across constantly varying terrain. More than 75 percent of the race takes place on sand, but the undulating depths and multiple types of pulverized stone continually add difficulty.

Alonso’s ride for the rally is a Gazoo Racing-prepped Toyota Hilux truck. In the video below, posted from the official Dakar account, the Hilux is seen approaching a fairly large sand dune at high speeds. Going into the jump blind, the truck hits the crest at a cocked angle and immediately starts to rotate toward its right side. After two barrel rolls, Alonso, Coma, and the Hilux land on all four wheels with the shiny dusty side up. After a moment’s hesitation, the truck fires back up, and it goes upon its way. 

Although we haven’t seen any detailed images of the vehicle after the wreck, it seems to have taken on a fair bit of body damage, just nothing that prevented the car from driving. Alonso went on to finish the stage and posted to social media after the race to let everybody know he’s ready to take on Stage 11. Following Stage 10, which included about an hour of time to tidy up the vehicle, Alonso sits in 14th place in the automobile class.

For more on Alonso’s decision and journey to compete in the world’s ultimate rally, visit Dakar.com, and check out our full gallery of crazy Dakar vehicles.

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Is all good and ready. 😇😇😇!! Looking forward to recover ground tomorrow 👏🏻👏🏻✊️✊️✊️ #toyota #gazooracing #dakar

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Source: AutoBlog.com

U.S. threatened auto tariffs if allies didn’t accuse Iran of breaking nuclear deal

WASHINGTON — The Trump administration has threatened to impose a 25% tariff on European automobile imports if Britain, France and Germany do not formally accuse Iran of breaking the 2015 nuclear deal, the Washington Post reported on Wednesday, citing unnamed European officials.

The three European countries triggered a dispute mechanism under the agreement on Tuesday, amounting to a formal accusation against Tehran of violating its terms and could lead to the reinstatement of United Nations sanctions lifted under the accord.

Iran has criticized that move, calling it a “strategic mistake.”

Though Trump has previously made threats to place such a duty on European automobile imports, the intent behind them was to receive better terms for Washington within the U.S.-European trade relationship, not to shift European foreign policy, according to the Post.

It was not clear if the threat was necessary since the Europeans had signaled an intention to trigger the dispute mechanism for weeks, the newspaper reported.

The White House and State Department did not immediately respond to requests for comment.

Trump withdrew the United States from the 2015 nuclear deal, or JCPOA, in 2018. Washington has said its abandonment of the pact was part of a strategy intended to force Tehran to agree to a larger deal.

Iran, which denies its nuclear program is aimed at building a bomb, has gradually rolled back its commitments under the agreement since the U.S. withdrawal.

Russia, another signatory to the pact, has said it saw no grounds to trigger the dispute mechanism.

Source: AutoBlog.com

Tesla’s shattered T-shirt costs half a Cybertruck preorder

Considering the cloud of hype (and disdain) surrounding the Tesla Cybertruck, branded merchandise was not a question of if, but when. Still, this just-released T-shirt is a bit of surprise due to its graphics. Trying his best at self-deprecating humor, Musk launched a black tee with an image of shattered glass on the front and the Cybertruck logo and silhouette on the rear.

For those out of the loop, the shirt is a direct reference to the Cybertruck’s debut performance. While on stage at the unveiling event, Musk attempted to show off one of the truck’s supposed features, impact-resistant Tesla Armor Glass. He asked his designer Franz von Holzhausen to throw a hard ball straight at the driver’s window. When he did, the window shattered, and Musk joked, “well, maybe that was a little too hard.” Despite the mishap, Musk insisted on trying again on the rear window, which also shattered. The full video can be seen here.

The talk about the truck’s design overcast the fail (it was just a concept car anyway), and the public quickly moved on. Now, for some reason, Musk is again reminding everybody of what happened with a commemorative T-shirt.

Musk tweeted the shirt on January 14, 2020, and as of this writing, one day later, the only sizes left are small and extra small. Odd, considering the provided image suggests everybody looks buff by wearing the smallest shirt possible. The Bulletproof tee, as it’s labeled, lists at $45, before taxes and shipping. 

Source: AutoBlog.com

2020 Aston Martin DBX video review: prototype driven on and off-road

Aston Martin will hope to get its ‘Second Century’ expansion plans back on track by launching the 542bhp DBX in spring 2020 – the first SUV in the company’s 107-year history.

The £158,000, five-seat 4×4 has been in development since 2015, and aims to take a sizeable chunk out of the premium SUV market with its familiar, AMG-sourced 4.0-litre turbocharged V8. It’s built on an all-new platform not shared with any other Aston, and has been tested extensively across all surfaces to ensure it proves dynamic to drive, even when taken off-road.

So, is it a match for a Lamborghini Urus, Porsche Cayenne or a Bentley Bentayga? Matt Saunders hitched a ride in one with Aston’s chief chassis engineer Matt Becker, and then took a turn at the wheel through wet and muddy Wales, to find out.

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First drive: 2020 Aston Martin DBX prototype​

New Aston Martin DBX: 542bhp SUV charged with reviving firm​

Aston Martin plots super-exclusive Speedster inspired by Le Mans

Source: AutoCar.co.uk

Bentley Mulsanne 6.75 Edition is the sedan’s sendoff into retirement

Bentley is closing the latest Mulsanne chapter with 30 examples the Mulsanne 6.75 Edition by Mulliner, celebrating the 61-year-old V8 that first appeared in the 1959 Bentley S2. Once those 30 cars have been built, the name retires for the second time — after being used on a flagship sedan from 1980 to 1992 — and the Flying Spur takes over as the carmaker’s top-tier offering. Starting with the 530-horsepower Mulsanne Speed, the 6.75 Edition adds gloss black and bright chrome jewelry, including a dark tint for the Flying B hood ornament, Mulliner radiator, and exhaust finishers. There are also chrome badges, bright machined faces with black pockets for the 21-inch, five-spoke wheels, and welcome lighting that flashes the special edition name. Under the hood, the normally silver intake cover gets dressed in black, and the engine number plaque bears the signature of brand CEO Adrian Hallmark instead of the engine builder.

The interior can be specced in four single-color hides, either Beluga, Fireglow, Imperial Blue, or Newmarket Tan. All are automatically contrasted with silver — silver-painted veneer, silver seat piping and silver sheen that shows through the ventilated thrones, an instrument panel in high-gloss Grand Black, and door trim in Dark Engine Spin Aluminum. Other touches to mark the occasion are ventilation controls designed to look like the engine oil cap, cutaway drawings of the engine on the gauges and clock face, and more 6.75 Edition stitching and badging.

The carmaker pointed to the end of the 6.75-liter V8 four years ago, but that was when there were plans for a successor to be powered by a new V12. Times having changed, the Flying Spur will lead the way with its 6.0-liter W12 and 4.0-liter V8 engines sourced from Volkswagen, and a hybrid model coming for 2023. 

Bentley didn’t mention a price for the Mulsanne 6.75 Edition, because of course. But the 2020 Mulsanne Speed starts at $342,300. Start there and add money.

Source: AutoBlog.com

Redesigned 2021 GMC Yukon gets a diesel, AT4 model, Denali-exclusive interior

GMC’s most robust family hauler is getting a complete redesign for the 2021 model year, including a new, off-road centric AT4 model, an upscale interior exclusive to its luxurious Denali model, an available air suspension, and, last but not least, a diesel engine. 

With Americans obsessing over trucks, it’s no surprise that GMC is going hard with its AT4s-for-everybody strategy; the Yukon is no exception. This will be the first model year for the new trim on GMC’s largest SUV.

This off-road model gets all the goodies you’ll need to veer off the beaten path with confidence, including an extra 2.0 inches of ground clearance with the adaptive suspension option (more below), a two-speed transfer case, standard Goodyear all-terrain tires, an off-road mode for GMC’s “Traction Select” drive mode system, hill descent control, and some extra underbody skid plates.

Since GMC is a premium brand, even the AT4 gets some luxury appointments, such as a heated steering wheel, heated and ventilated front seats, and heated outboard second-row seats. The interior is also adorned in black leather with tan accents and “AT4” embroidery in the seat backs. 

Speaking of premium, GMC will introduce an air-ride adaptive suspension with an off-road ground clearance mode as a late-availability option for several Yukon models, and this feature will be included on the Denali trim. 

The Yukon and Yukon XL are GMC’s variants of Chevrolet’s full-sized SUVs, the Tahoe and Suburban. Their fundamental body-on-frame architecture is also shared with GM’s half-ton pickup trucks, and thanks to that common engineering, they can also share powertrains.

That’s normally just a trivial side note when it comes to a new GM SUV announcement, but this time around, it’s a bit more meaningful thanks to the introduction of a new light-duty, inline-six diesel in GM’s truck lineup last year. 

Yep, that means that for 2021, like the Tahoe and Suburban, the Yukon is getting a diesel option. The 3.0-liter Duramax makes the same 277 horsepower and 460 pound-feet of torque as it does in GM’s trucks. 

GMC’s standard engine is still the 5.3-liter V8 that makes 355 hp and 383 lb-ft of torque. The 6.2-liter V8 is also an option like before, producing 420 hp and 460 lb-ft of torque. All engines come with a 10-speed automatic and a choice of rear- and four-wheel drive. Both V8 engines include GM’s advanced Dynamic Fuel Management system. 

If the pricing structure follows that of GMC’s pickups (and we have no reason to suspect it won’t), upgrading from the base 5.3L V8 to the Duramax will cost just as much as upgrading to the range-topping 6.2L gasoline V8. Think of it as an either-or type of upgrade path, rather than a linear walk from the 5.3L up to the 6.2L. 

“GMC Yukon is the full-size premium SUV that’s made to be used,” said Duncan Aldred, vice president of Global Buick and GMC, in the Yukon announcement. “The new Yukon delivers what customers value most – premium features, purposeful technology and all-terrain capability.”

GMC’s more upmarket pitch requires a different class of interior, and that holds especially true for the Denali model, which is the most luxurious variant GMC offers on all of its vehicles. For 2021, GMC says the Yukon and Yukon XL Denali trims will get an exclusive interior, however no photos of this cabin were included in the announcement. 

We did get interior photos of the new AT4 model, and even those are fairly promising. There’s lots of contrast-stitched leather and what appear to be higher-grade dash materials. GMC also added some new features across various trims, including a trick center console that can slide 10 inches forward or rearward from its home location between the front seats, granting second-row passengers access to its storage. 

Sliding this console back for second-row access also reveals a hidden drawer between the front seats, which is totally still a secret even though we’re broadcasting it all over the internet. The space on top of it conveniently holds a bag or other small cargo items.

The new Yukon will also get an updated suite of standard and optional safety equipment. Standard equipment will include forward collision alert, automatic emergency braking with pedestrian detection and automatic high-beams. Lane-keeping assist and adaptive cruise control will cost you extra.

There’s plenty more information to come about the new Yukon models, including fuel economy specs and pricing. Look for those closer to its on-sale date, which GMC says will be this summer. 

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Source: AutoBlog.com

2020 Aston Martin DBX Prototype Drive | Sliding into your mentions

OMAN, Persian Gulf — The last time I got an Aston Martin this filthy was 5 years ago in dusty Anza-Borrego, California, where I ripped several illicit burnouts in a low-slung V12 Vantage S. This time around is dramatically different: Chief Engineer Matt Becker, seated alongside me, is actually egging me on to powerslide an Aston Martin DBX across an off-road trail in Oman — the first time I’ve ever been encouraged by Aston brass to hoon one of their vehicles, let alone a priceless prototype, in the dirt.

You wouldn’t expect Becker, who spent 26 years at Lotus, to be an SUV guy. But the hardcore chassis and handling guru says the DBX project gave him a new respect for the genre because sport utes need to do far more than just go around a track quickly: They’re required to tow, support weight on their roofs, and manage all manner of terrain, all while creating a comfortable living space for their passengers.

“Once you push them and understand what they can do off-road, on-road, on-track,” he tells me while I’m tackling a rock-strewn trail at highway speeds, “you really start to respect what they’re capable of.”

Building the DBX will also show us what Aston Martin is capable of — capable of surviving, that is. The new decade is shaping up to be the most challenging yet for the storied carmaker, so bringing a viable sport utility vehicle to market is essential. And though weathering severe business headwinds seems to be an ongoing pastime for Aston Martin, the brand’s first-ever crossover gets a rather ambitious hardware package. The DBX’s bonded aluminum chassis is entirely unique to the model, as is the brand’s first-ever air suspension system. While there’s no V12 available in the DBX — that honor remains reserved for Rolls-Royce’s almighty $325,000 Cullinan — the AMG-sourced, 4.0-liter twin turbo V8, while similar to the mill found in the DB11 and Vantage, has also been coaxed to produce more power: 542 horsepower and 516 pound-feet of torque, capable of launching it to 60 miles per hour in 4.3 seconds and a top speed of 181 mph.

But building Aston’s first-ever SUV from the ground up enabled unique packaging opportunities in addition to the specific hardware. For instance, market research revealed female drivers were often frustrated because most cars don’t have a place to stash their purse. Daimler’s 9G-Tronic transmission happens to be dimensionally compact, which enabled a sizable cubby to be introduced between the DBX’s front seats. As it stands, the DBX’s interior is just as gorgeously finished as you’d expect, with pretty veneers and acres of supple hides stitched together with imaginative detailing (even though the pretty little HVAC vents look like they couldn’t possibly deliver strong airflow on a toasty summer’s day). And while the nose has been called out (rightfully) as being a tad too similar to the considerably more down-market Ford Escape, the upturned tail is a saucy, visually arresting feature that all but redeems the sins of the front.

Inside the cabin, DBX’s rear legroom is expansive, a fairly transparent concession to the Asian market, where more owners are likely to be chauffeured than drive. However, there’s plenty to enjoy from behind the wheel, where six drive modes (one offering individually tailored settings) allow the DBX to take on different personalities. Default mode is GT, a somewhat tame configuration that gets sharper when switched to Sport, which drops the suspension 0.59 inches. Dial it to Sport Plus, and things get palpably more interesting: The body lowers another 0.59 inches, power gets dialed rearward (which lights up the ESP indicator on the digital dash), and the exhaust adds more bangs and pops. Terrain mode boosts the body up 0.59 inches from baseline, while Terrain Plus offers more articulation at low speeds with an additional 1.2 inches of clearance. Coupled with a 48-volt active anti-roll system, the air suspension is arguably the technical star of the show, allowing for a wide range of damping and body control.

Becker’s urging that I drift the DBX reveals that the limiting factor, at least on these tight Omani roads, is space and visibility, not power. Unlike some high-end SUVs like the Lamborghini Urus and Bentley Bentayga, which use a Torsen differential to apportion torque front-to-rear, the DBX inherits an electronic center diff from the AMG E63, enabling up to 100% to be diverted rearward and 47% up front. The result, at least in Sport Plus mode, is an easily coaxed chassis that can kick the tail out with a firm tap of the right pedal. The potential issue with big, heavy cars is that body roll can make them feel even more lumbering and difficult to maneuver. On the other hand, active anti-roll suspension can create a body that’s so flat, it’s hard to gauge when weight shifts during cornering. Although Becker says the DBX I’m sampling is about “80% there,” it doesn’t feel entirely sapped of body roll, which makes it feel fairly comfortable and communicative when driven sideways through a corner.

The engine sound is also appropriately growly and present; though Becker says his team is focusing on bringing out the middle and high registers through the tailpipes, this prototype is still too early to provide an accurate impression of what the production spec car will sound like.

My drive across Oman’s desert plains reveals a swift, smooth-riding experience that combines the familiarity of Aston Martin’s grand touring-focused efforts with the versatility of an SUV. Yet Aston admits that few, if any, DBXs will be taken off-road. No matter. The foam-filled tires soak up quite a bit of road noise, lending it more of a DB11-on-stilts feeling than a brash, canyon-bashing G-Wagen sensation. And with an interior this precious, would you really want to tackle the sand dunes in a DBX?

The leads me to ask Becker where he thinks Aston Martin’s first-ever sport ute fits in the microcosm of pricey crossovers. It’s a difficult question to answer, but the Aston team cross-tested the Porsche Cayenne Turbo most extensively, and Becker says he feels it’s “really good as an all-around car,” though he also admits he found it “a little bit dull.” Nonetheless, he also says he aimed to infuse “more character than a [Bentley] Bentayga,” but something “less extreme than a [Lamborghini] Urus … we wanted to use the good bits from the Cayenne, but give our car more character and soul.”

As mentioned previously, my DBX prototype drive tackled primarily off-road scenarios that are unlikely to be seen by most owners. However, Aston’s first SUV in its nearly-completed state manages to feel special and involving, despite a few warning lights and rough edges that are bound to be ironed out in the final version. More important, it feels like a real Aston Martin, despite venturing into uncharted territory for the company. There’s a lot of generously-funded competition in the segment, but by pairing Aston Martin’s unique brand attributes and hardware from Mercedes-Benz, the DBX is ready for a fight.

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Source: AutoBlog.com