automobile

Overview

In the world of Audi, removing two doors from the A4 sedan increases the number to 5—as in, the A5 coupe and cabriolet. The two-door’s styling is more aggressive and more rakish than the four-door A4’s, and the cabriolet’s fabric top opens the cabin for a taste of that classic convertible freedom. A punchy turbocharged four-cylinder provides plenty of peps and the chassis is dialed in for solid cornering grip. It might not be as racy as the V-6–powered S5 model or the BMW 440i, but there’s still a lot of like about the A5, and it’ll serve buyers well as a stylish and capable ride.

What’s New for 2021?

The A5’s turbocharged 2.0-liter four-cylinder gets a boost from 248 horsepower to 261 for 2021, plus a new 12-volt hybrid system. A few extra standard features join the list as well, including wireless Apple CarPlay connectivity, lane-departure warning, and an integrated toll-road transponder in the rear-view mirror. A heated steering wheel and front and rear parking sensors are now part of the Convenience package on base Premium models, and the Premium Plus now comes standard with more driver-assistance features. Selecting the Black Optic package on the coupe now includes a black-painted roof.

Engine, Transmission, and Performance

While we haven’t driven the 2021 A5 to sample the turbocharged 2.0-liter with the new 12-volt hybrid setup, we’re intrigued by the extra boost of power to 261 horsepower. Older nonhybrid examples with just 248 horsepower proved to be downright quick, sprinting to 60 mph in just 5.0-seconds—just 0.5 seconds behind the 400-hp Infiniti Q60 Red Sport. Composed and planted when cruising, the A5 comes alive on twisty roads; accurate, well-weighted steering complements the suspension’s agility, and the A5 is easy to drive quickly. The Quattro all-wheel-drive system helps, too, aiding the chassis’ balance and providing faultless power delivery out of tight corners.

Interior, Comfort, and Cargo

Stylish, modern, and well built, the A5’s cabin is comfortable, at least for front-seat passengers—the rear seat is tight—and the design will surely stand the test of time. The A5’s interior oozes quality from every panel. In our Premium Plus test car, finely grained, soft-touch plastics mingled with textured aluminum trim. As you slide behind the thick-rimmed, leather-wrapped steering wheel, a motorized arm pushes the seatbelt forward to within easy reach of your left shoulder. The seat bottoms are narrow but provide enough comfort and support for long highway journeys, and a manual thigh extension should satisfy the long-legged. Everything looks and feels beautifully assembled, durable, and solid. The only missing attribute is a sense of luxury. The armrests are thinly padded, while other high-end touches are simply missing—such as heated rear seats or a power-adjustable steering wheel.

Overview

If a Jeep is too conventional—or plain—for your outdoorsy family, consider the 2021 Land Rover Discovery: it provides a much more upscale vibe to accompany its impressive off-road capability. With room for up to seven people inside its posh, three-row cabin, the Discovery adds an extra layer of practicality over the two-row Grand Cherokee. A pair of turbocharged gasoline-powered engines are offered—a four-cylinder and a six-cylinder, both turbocharged—and all Discovery models come with an adjustable air suspension and standard all-wheel drive. The Discovery leverages Land Rover’s legendary go-anywhere reputation and backs it up by offering an optional two-speed transfer case and a locking rear differential for maximum Overlanding freedom. There’s even a Wade mode that’s set up to improve the Discovery’s water-fording capability. Try that in your Porsche Cayenne or Volvo XC90.

What’s New for 2021?

Land Rover has given the Discovery a fairly thorough refresh for 2021 that includes two new turbocharged engines—a 296-hp four-cylinder and a 355-hp six-cylinder—as well as a new Pivi Pro infotainment system with an 11.4-inch display. A new grille, tweaked exterior lighting elements, and new wheel designs give the Disco a visual update, and a new R-Dynamic model—complete with glossy black exterior accents—joins the lineup. Land Rover has improved rear-seat comfort by adding additional padding to the second-row chairs. There are a new 12.3-inch digital gauge display and a full-color head-up display for the driver; a toggle-style gear selector is also new and all Discovery models now come standard with an adjustable air suspension.

Engine, Transmission, and Performance

All Discovery models come with a full-time all-wheel drive as standard, but buyers can choose between a 296-hp turbocharged 2.0-liter four-cylinder or a 355-hp turbocharged 3.0-liter inline-six, the latter of which employs a 48-volt hybrid system. We haven’t had a chance to test drive the Disco with either of these new powertrains, but we expect its ride, handling, and off-road capabilities to remain unchanged. The Land Rover’s adventure-ready mission caters to those seeking an SUV for much more than just trolling the parking lot at the mall, but it comes at the expense of on-road dexterity. The Discovery’s handling isn’t as ponderous as one might expect, but it still feels clumsy and top-heavy when changing direction. The Disco never lets you forget that you’re piloting a large SUV. Overall ride quality is quite good and even harsh bumps are dealt with easily. Steering feel, however, is nonexistent, especially on-center, where a large dead spot creates a need for frequent steering corrections when cruising on the highway. If towing a heavy load is on the docket, the Disco is rated to tow up to 8200 pounds.

Interior, Comfort, and Cargo

The Discovery’s interior materials are upscale and the design is appropriately posh. Luxury features abound throughout the cabin, and the level of comfort only increases as you climb through the more expensive trims. Power-adjustable, heated leather seats with optional massage function for the driver and front-seat passenger offer good support and even better cushioning; second-row seats provide fore-and-aft and recline adjustments. Without adequate space to haul gear, there would be fewer opportunities for adventure. With both of its rear rows of seats folded, the Disco’s spacious cabin proved to be quite accommodating with room for 29 of our carry-on suitcases. But flip the last row of seats up and load the Discovery with the full complement of seven would-be explorers and the maximum number of carry-ons it can carry drops to just two behind the third row.

Overview

From modest off-roader to luxuriously appointed overlander, the 2021 Land Rover Defender offers is an adventure-mobile with undeniable capability—and desirability. Its design is technically retro, but it represents a modern twist on the legendary Defender from the previous generation. A turbocharged four-cylinder engine is standard and a turbo inline-six-cylinder with a hybrid-assist feature is optional. A host of off-road technologies are standard or optional, and all models come with an all-wheel drive and a fully-independent suspension. More advanced options are found on higher-end models or part of myriad packages. The Defender has few rivals, with several of them also wear Land Rover badges, but when it comes to conquering difficult terrain, few SUVs can truly keep pace.

What’s New for 2021?

The two-door “90” body style sees increased availability for 2021 and now comes in base, S, X, First Edition, and new X-Dynamic trims. Speaking of X-Dynamic, this new trim level is also now available on the four-door “110” model and provides the appearance items from the top-spec X without the expensive off-road-tech features, such as the adjustable air suspension and active differential.

Engine, Transmission, and Performance

The 2021 Defender is powered by a standard turbocharged four-cylinder engine mated to an eight-speed automatic transmission. Of course, every model features all-wheel drive and locking differentials for navigating treacherous. The Defender is also available with a 3.0-liter inline-six. Along with turbocharging, the upgraded engine utilizes an electric supercharger and 48-volt hybrid system. Unlike its predecessor, the Defender has a unibody construction versus a body-on-frame setup, and it replaces the old solid axles with a fully independent suspension. The latter comes standard with coil springs, but it can be upgraded with an air suspension that allows adjustable ride height. The Defender also has 11.5 inches of ground clearance and the ability to ford through 35.4 inches of water, which exceeds both the Jeep Wrangler’s maximum clearance and its wading ability.

Fuel Economy and Real-World MPG

The EPA’s fuel economy ratings for the various Defender models are fairly similar regardless of what’s under the hood. The 90 model with the four-cylinder receives ratings of 18 mpg city and 21 highway. Step up to the six-cylinder engine and the 90’s city rating drops to 17 mpg but the highway rating goes up to 22. The 110 model with the six-cylinder engine actually has the same estimates as the six-cylinder 90. On our 75-mph highway fuel-economy route, a Defender 110X with the optional six-cylinder powertrain delivered a disappointing 18 mpg.

Interior, Comfort, and Cargo

The Defender’s cabin walks the line between premium and utilitarian, with just enough design cues from the rest of the Land Rover lineup to make those familiar with the brand feel right at home. Exposed rivets in the door panels add a particularly rugged appearance, and a magnesium beam that runs the full width of the dashboard isn’t entirely cosmetic—it’s also structural. Under the infotainment display, a trapezoidal extension of the dashboard provides a place for buttons and switches for the climate-control system and driving mode. The shift lever and ignition switch are also mounted on this center stack rather than the center console. In some models, the center console can be flipped back to create a jump seat between the driver and passenger, similar to a three-across bench in some full-size pickup trucks. Cargo space behind the rear seat is somewhat limited, but on par with rival off-roaders such as the Jeep Wrangler; the rear seats can be folded to open up a much larger cargo bay, but those seeking to haul people and gear may want to look at the larger Land Rover Discovery or invest in a roof-top cargo carrier.

Overview

No matter how affordable and badass the mid-engine Corvette is, it’s still nowhere near as desirable or visceral as the 2021 Lamborghini Huracán. Although Lambo’s six-figure price tag makes it basically unobtainable to the vast majority of drivers, we can still drool over its dramatic design and drop our jaws when we learn about its impressive performance credentials. The latter is courtesy of its mid-mounted 602-hp naturally aspirated V-10, which makes truly inspiring sounds and helps both the coupe and convertible (a.k.a. Spyder) version feel like they are launched out of a cannon. Despite its designation as an exotic sports car and the ability to obliterate lap times at the local racetrack, the 2021 Huracán is civil enough to be driven every day. However, packing light is a necessity because storage space is at a premium.

What’s New for 2021?

For 2021, the only changes to the Huracán are new exterior and interior color options. The paint palette adds Rosso Anteros, Blu Astraeus, and Blu Eleos. The interior color options have been expanded to include Giallo Belenus.

Engine, Transmission, and Performance

A naturally aspirated 5.2-liter V-10 is nestled behind the Huracán’s cabin, and it exudes a devilish sound whenever it revs towards its 8500-rpm redline. The engine develops 602 horsepower on rear-drive models and 631 ponies on all-wheel-drive versions. It pairs with a seven-speed dual-clutch automatic that snaps off shifts on its own volition or via a set of paddle shifters. The all-wheel-drive Evo coupe we tested ripped from zero to 60 mph in 2.5 seconds and cleared the quarter-mile in 10.4 seconds at 135 mph. We also enjoyed a test drive in the convertible Evo Spyder, which proved high performance is always more enjoyable with a bit of theater. Huracáns with all-wheel drive benefit from rear-wheel steering that improves agility. Plus, it has a predictive system (called LDVI) that adapts to driver inputs on the fly. While we were mightily impressed with its communicative chassis, the disappointing steering feedback diminished our excitement. Instead, it proved to be a forgiving machine—even when driven around town—that required us to push the limits to be truly fulfilled.

Interior, Comfort, and Cargo

Inside, the Huracán boasts an intricate design that boasts a variety of technical pieces—some for the show, most forgo. The cabin also can be customized with distinct color choices and different materials options. The supportive seats are bisected by a partially floating center console that incorporates cool toggle switches and an interesting push-button shifter. However, apart from some small door pockets, the Huracán has barely any interior cubby storage. There’s also a front trunk that can hold passenger luggage, but only for those who pack light.

Infotainment and Connectivity

Unlike most cars, infotainment features are arguably the least interesting thing about a six-figure supercar. Still, Lamborghini outfits the Huracán with an 8.4-inch touchscreen that controls functions such as the audio system, climate settings, and other media content. Along with Apple CarPlay capability, the Lambo gets Amazon Alexa integration that provides voice-control technology that should theoretically reduce distracted driving.

Overview

In a world that has become heavily reliant on technology, the 2021 Lamborghini Aventador takes a more nostalgic look at things. The large Lambo is a triumphant tribute to supercars of old, with its flamboyant facade and vociferous V-12. The 730-plus-hp 6.5-liter engine that’s mounted behind the driver is naturally aspirated and crowd-pleasing, but the Aventador’s automated-manual transmission can be clunky in traffic. This Italian exotic looks good in both coupe and convertible form, though the latter’s top is cumbersome to remove. Despite its substantial girth, the Aventador is surprisingly athletic. The track-tuned SVJ model makes carving canyon roads or logging lap times even more exhilarating. The 2021 Aventador is hugely expensive and far from subtle, but it’s a brilliant send-off to a soon-to-be-extinct breed of old-school supercars.

Engine, Transmission, and Performance

The Aventador powertrain hierarchy begins with a mid-mounted naturally aspirated 6.5-liter V-12 that develops 730 horsepower. The engine’s 509 pound-feet of torque makes its way to the wheels via a seven-speed automated-manual transmission. This basic setup is shared among the three distinct variants, but the track-focused SVJ (which stands for Superveloce Jota) has various enhancements that unlock extra horsepower and torque. We drove this brutally powerful monster and its roofless counterpart and experienced their tremendous acceleration and kidney-crushing cornering forces. The hefty machines heaved through the corners, but their incredible grip and four-wheel-steering systems helped them change direction on a dime. We have also driven the Aventador S and Aventador S roadster and found the latter’s top-down ability makes it the better car for listening to the V-12’s thrilling timbre.

Fuel Economy and Real-World MPG

With fuel-economy ratings in the single digits, the Aventador ranks among the least efficient cars on the market. The EPA expects all models to earn 9 mpg in the city and 15 mpg on the highway. While we haven’t had the opportunity to test the government’s estimates on our 75-mph highway fuel-economy route, which simulates real-world mpg and is part of our extensive testing regimen.

Interior, Comfort, and Cargo

In typical Lamborghini fashion, every Aventador supports a set of scissor doors that swing open. The low-slung interior is showing its age, but it can be fitted with a variety of premium materials and personalized options. The cabin won’t hold many small items, and luggage space is limited. The dashboard features a digital gauge cluster that changes its layout whenever you select a new drive mode—Strada, Sport, and Corsa; Ego mode allows you to personalize the settings for powertrain, steering, and suspension.

Infotainment and Connectivity

The Aventador’s standard infotainment system is behind the times, with dated graphics and awkward integration. In addition to voice commands and Apple CarPlay capability, the company offers a performance data recorder that saves lap times and tracks data. If so inclined, buyers can select the upgraded audio system that adds door-mounted subwoofers and tweeters on the dashboard.

Overview

The 2021 Lamborghini Urus is extreme in almost every way, which is exactly what’s expected when a legendary supercar maker builds an SUV. Its chiseled bodywork and hulking proportions are appropriately exaggerated but don’t think this 641-hp Italian monster isn’t a terror on the track. In fact, it was the quickest SUV we’ve ever lapped at Virginia International Raceway. This is a testament to both Lamborghini’s dedication to absolute performance and the super-ute’s track-ready hardware. While the company’s Aventador and Huracan supercars can only be enjoyed by two people, the Urus can entertain—and no doubt frighten—as many as five passengers. Along with actually useable cargo space, it has the ability to tow a trailer and tackle off-road obstacles. Sure, it costs a fortune and shares some parts with the much less-expensive Audi Q8, but the 2021 Urus earns its title as the ultimate SUV.

What’s New for 2021?

Lamborghini makes the 2021 Urus more unmistakable—if that’s even possible—by giving it wilder paint options. These include either bright green, orange, or yellow as part of the new Pearl Capsule appearance package. This kit also adds contrasting 23-inch wheels as well as black trim pieces on the roof, rear diffuser, and spoiler. Whether the exterior is coated in Giallo Inti (yellow), Arancio Borealis (orange), or Verde Mantis (green), the cabin’s upholstery is colored to match when paired with the new package. Along with several other fresh paint choices, the largest Lambo now has more standard driver assists (adaptive cruise control and blind-spot monitoring) and a handful of other new standard and optional features. The 2021 Urus is also more expensive than the outgoing model, with an extra $10,683 tacked onto its starting price. That may be the only thing about the Urus that goes unnoticed.

Engine, Transmission, and Performance

The Urus is powered by a twin-turbo V-8 that makes a stout 641 horsepower, burbles deeply when idling, and absolutely howls under full throttle. Permanent all-wheel drive and an eight-speed automatic transmission conspire with all that power to enable fantastic acceleration. In our testing, the Urus went from rocketed to 60 mph in 3.1 seconds and tore up the quarter-mile in 11.3 seconds at 121 mph. Likewise, Lamborghini estimates a top speed of 190 mph. The Urus feels athletic from behind the wheel, too, with quick steering and stable high-speed cornering. With air springs at all four corners, the Urus has adjustable ride heights based on its various drive modes. Standard carbon-ceramic brakes ensure that the Urus stops as well as it goes—braking from 70 mph to a stop in 149 feet.

Interior, Comfort, and Cargo

Inside, occupants are treated to a dramatic cabin that’s classic Lambo. Jet-fighter design cues abound, with the start button hiding beneath a red flip cover and the shifter looking like a jet’s throttle. To the left of the shifter are levers that control the drive modes and allow customizable performance settings. There is plenty of faux-suede and carbon-fiber trim, while the infotainment system and reconfigurable gauges are straight out of an Audi. The back seat has good passenger space and can fit between two and three people depending on which seating configuration is selected. Interior cubby storage is highlighted by useful door pockets and a bin behind the floating center stack. The Urus also offers up to 22 cubic feet in its cargo area but that drops by 2 cubes with the optional rear bucket seats.

Overview

Swedish hypercar maker Koenigsegg made a name for itself with the Agera RS. That model stood as the world’s fastest production car, able to hit a top speed of 278 mph. Its replacement is the Jesko, a hypercar cut from the same mold as its supremely impressive predecessor. With its cavernous gills, sinewy haunches, and splayed tail, the Jesko looks fast and fearless. This is a modern automotive design. A 1280-hp V-8 provides the muscle, backed up by a state-of-the-art nine-speed transmission that was built in-house. The Jesko starts at roughly $3 million. From what we can tell, this car’s talents justify its not-insignificant price.

Engine, Transmission, and Performance

The Koenigsegg Jesko is motivated by a twin-turbocharged 5.0-liter V-8 generating 1280 horsepower and 1106 lb-ft of torque on pump gas. On E85, output jumps to 1600 horsepower. Koenigsegg claims that the engine features the world’s lightest V-8 crankshaft. Weighing in at a mere 28 pounds, the crankshaft is crafted from a single solid steel billet, and its flat-plane layout facilitates even firing across engine banks. This design also sets the stage for a rich, memorable engine note. This Swedish hypercar comes with an innovative nine-speed gearbox referred to as the Light Speed Transmission (LST). Built by Koenigsegg, the LST features a multi-clutch design that, according to the company, provides quicker gearshifts compared with a dual-clutch. All models come with a rear-wheel-steering system that heightens performance. At high speeds, this system turns the rear wheels in the same direction as the fronts to improve cornering and boost stability. At low speeds, it orients the back wheels in the opposite direction as the fronts to give the car a faster turn-in. Relative to the Agera RS, the Jesko offers a 40 percent increase in downforce. Koenigsegg says that the Jesko can produce 1764 pounds of downforce at 155 mph and as much as 3086 pounds at higher speeds. That’s almost as much as the car’s claimed 3131-pound curb weight.

Interior, Comfort, and Cargo

The Koenigsegg Jesko seats two passengers and comes with a detachable hardtop that allows you to enjoy open-air driving. Power windows, adjustable pedals, and an adjustable steering column are among the standard fare. The car’s Autoskin system provides electrohydraulic operation of the body panels. High-end materials such as leather, carbon fiber, and aluminum are generously used throughout the cabin, giving the interior a swank look. The seats, which are electrically operated, can be upholstered in either leather or microfiber, with a vast selection of color options. The Jesko has two dedicated compartments, one upfront and a smaller one in the rear, to hold your stuff. Together, these areas provide roughly five cubic feet of cargo space.

Infotainment and Connectivity

Koenigsegg’s Jesko comes with a digital audio system equipped with a USB port. Inductive phone charging is standard, and there’s a digital owner’s manual on board. The infotainment system features a 9.0-inch central touchscreen that supports Apple CarPlay.

Revel in the beauty of this ultra-special Chiron, dipped in Hermès paint, with cashmere fabric and one-of-one badges inside.

• Manny Khoshbin, a collector of exceptionally tasteful cars, just took delivery of this one-of-one Hermès Edition Bugatti Chiron bringing together the celebrated French luxury-goods designer and luxury-car specialist.
• The limited-edition Chiron is dipped in Hermès Craie off white paint and has specially designed cashmere fabric on the door panels, one-of-one badges all around, and a special front horseshoe grille.
• Khoshbin started collaborating with the two French brands in 2016.
  

California-based collector Manny Khoshbin has one of the most exclusive car collections in the United States. When Bugatti announced the Chiron, the 1500-hp replacement to the Veyron, in 2015, Khoshbin knew he wanted something more unique. To explain what “unique” means to this collector, he says he was recently offered the Chiron Super Sport 300+, but that wasn’t exclusive enough. So, because of his passion for both the French luxury fashion brand Hermès and hyper-exclusive Bugattis, Khoshbin collaborated with the two French companies to build a one-of-one Hermès Edition Bugatti Chiron.

The design was conceived in 2016, and the reason it has taken so long to get the car to Khoshbin is because the tasteful collector doesn’t settle for anything ordinary—they tried silver, blue, and even brown before settling with Hermès Craie (chalk white) paint. His hyper-exclusive cars—he also has an Hermès Edition Pagani Huayra—need to match his particular taste. He told us he wanted a Chiron that was elegant and simple, yet luxurious. And that’s what he got.

At first glance, Khoshbin’s posh new Bugatti might look like a sexy cream-colored ordinary Chiron, but it’s not. The horseshoe grille is made up of H’s; the bottom of the rear wing is painted with an Hermès Courbettes horse pattern; and, unlike on other Chirons, the entire rear bumper is painted to match the body color. Subtle.

Inside, specially designed cashmere fabric with the same Hermès horse pattern as the rear wing adorns the door inserts. A one-of-one badge with “Dressed by Hermès” scribed in French script is slapped on the center stack, and numerous other one-of-one badges are found all over the car, including the doorsills.

These full-size SUVs won’t go into production until 2021, but we have plenty of intel already.

• Jeep is bringing back the Wagoneer and Grand Wagoneer names for its new full-size SUVs.
• These models will compete with the Ford Expedition and Lincoln Navigator along with GM’s cadre of full-size SUVs from Chevy, GMC, and Cadillac.
• Production will start in early 2021, meaning the Wagoneer models are likely to debut in late 2020.

A new full-size flagship SUV with a familiar name is coming soon to the Jeep lineup. Yep, that’s right, the Wagoneer and Grand Wagoneer will be making their return in 2021, and we have a pretty good idea of what to expect given what we’ve seen in spy photos and learned from interviews over the past few years. Here’s what we know about the new Wagoneer models that should make their debuts within the next year or so.

It Will Be Based on the Ram 1500

Photos of a test mule in April 2019 were our clearest indication yet that the Grand Wagoneer would use a modified version of the Ram 1500 half-ton pickup’s body-on-frame platform. This mule featured an independent rear suspension, which is now present in both of the Jeep’s biggest competitors, the Ford Expedition/Lincoln Navigator and GM’s new generation of full-size SUVs including the Chevy Tahoe and Suburban and the upcoming GMC and Cadillac variants. This suspension setup should serve to improve ride and handling while also opening up more space in the cabin, especially in the third row and cargo area, due to its more compact design and superior packaging.

There Will Be a Hybrid Model

In 2016, Mike Manley, then the head honcho at Jeep and now CEO of Fiat Chrysler Automobiles, suggested to C/D that the Grand Wagoneer would offer a plug-in-hybrid powertrain. Jeep has since reconfirmed electrified variants of both the Wagoneer and Grand Wagoneer as part of its production plans. The Ram offers 48-volt hybrid systems for both its 3.6-liter V-6 and 5.7-liter V-8 options, and both of those engines are likely for the Wagoneer models. Four-wheel drive should be standard equipment, and there are likely to be off-road packages available to augment the Wagoneer’s rock-crawling chops.

This is the kind of autonomous driving we’re interested in.

You’ve heard about autonomous driving, but what about autonomous drifting ? That’s the idea behind Stanford University’s DeLorean project, which, thanks to a pair of electric motors and some seriously impressive software, is able to slide itself with supreme accuracy around turns without any human intervention.

Stanford shared a video of a car, which it calls MARTY, naturally, sliding through a one-kilometer obstacle course with two passengers—neither of which take control of the car at any point in the run. The car comes inches from barriers and seems to know exactly when to turn, apply throttle, and transition. It’s mesmerizing to watch.

“The results so far are rather outstanding,” said lead project engineer Chris Gerdes in a statement. “The stability control systems of modern cars limit the driver’s control to a very narrow range of the car’s potential,” he continued. “With MARTY we have been able to more broadly define the range of conditions in which we can safely operate, and we have the ability to stabilize the car in these unstable conditions.”

The car has a custom suspension, bigger brakes, a full roll cage, and a suite of onboard computers mounted behind the seats. It uses two GPS antennas to track its location within an inch and can calculate a drift route in seconds when given a course layout. Here’s how Stanford describes the thought process behind developing the car’s software:

By studying the habits of professional drivers and testing those same control maneuvers in MARTY, the Stanford team has enabled the car to use a greater range of its physical limits to maintain stability through a broader range of conditions. The mathematics involved—which they have made open access—could allow autonomous systems to maneuver in emergencies with the agility of a professional drift racer. Cool stuff.