Cars

Today’s snapshot

of tomorrow’s motorsports.

The Porsche 919 Hybrid.

With our new LMP1 race car, the Porsche 919 Hybrid, we return to top-level racing and to the 24h of Le Mans. After 16 overall victories,

we’re back again with our new prototype to gain what is most important to us: knowledge - for the Porsche cars of the future.

Mission 2014. Our Return.

Discover more: www.porsche.co.uk/mission2014

Porsche recommends and

Contents

60

Say it quickly: Moody visits Monaco’s tasteless motor show

We drive the Audi Allroad Shooting

Brake (aka the new TT)

104

COVER STORY

76 £1.2m and 950bhp. Chris Chilton takes on LaFerrari – and has a slight ‘off’…

112

2014’S GREAT USED CAR BUYS

A G E N D A

12 Porsche to build MX-5 rival!

14 VW’s 394bhp super-Golf

16 Senna, by the men who knew him

17 Le Mans: the driver’s view

18 Merc’s X6, plus this month’s metalfest

20 Land Rover: the fi nal frontier

22 Audi chief preaches SUV future

24 Rolls-Royce design boss sketches for us!

I N S I D E R

28 Has Subaru lost the plot?

30 Revealed: Merc’s baby G-Wagen

32 Tech secrets of the new MX-5

F I R S T D R I V E S

34 Lamborghini Huracan

38 Subaru Impreza WRX STI

39 Alfa Romeo Mito

40 Chevron GT3

42 Volvo V60 Polestar

44 Maserati Ghibli Diesel vs BMW 530d

O P I N I O N

48 The CAR columnists

54 Letters to CAR

F E A T U R E S

60 Cover story: 2014’s great used car buys They look identical to brand new, yet cost a fraction of

the new price. We name the year’s heroic bargains

76 LaFerrari: the fi rst drive The hypercar that humbles Enzo, P1 & 918 in one hit

88 What Sebastien Loeb did next We join the nine-time WRC champ on his WTCC debut

96 Mercedes GLA vs Evoque & Q3 Pumped A-class is the new kid on the compact SUV block

104 At Monaco’s glittering motor show Come to Top Marques 2014. Leave good taste at the door

112 Audi’s all-cars-in-one concept We drive the Allroad Shooting Brake. New TT, anybody?

118 BMW M4 vs 911 & F-type It’s no longer called M3 coupe. Is it still the coupe guvnor?

R E A R E N D

130 OUR CARS: hello M235i, goodbye BRZ

162 TOP 10: greatest racing comebacks

C A R M AG A Z I N E I S N O W O N A N D R O I D ! G O T O G O O G L E P L AY M A G A Z I N E S T O R E

Seb Loeb conquered the WRC. Can he handle World Touring Cars?

New Merc GLA challenges Evoque and Q3 for yummy mummy glory

88

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96

118BMW’s new M4

Coupe goes in at the deep end

against F-type and 911

BREITLING.COM

WELCOME TO OUR WORLD

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LIKE YOU, I’ve got memories of a multitude of amazing drives backed up to my cloud, and quite a few of them have been in BMW’s M3. At my fi rst Performance Car of the Year, the team was so distracted by a whopping 38 contenders that I got to spend hours stringing together lap after creamy lap in the E46 M3 CSL. So much grip and so much tactility, while the mother of all straight sixes powered me forwards, bellowing encouragement. Its successor, the V8-powered E92, had a tough act to follow, and many of the fi rst reviews were measured in their praise. But I remember taking it on track for the fi rst time, and marvelling that the stratospheric engine felt even more charismatic and intoxicating, and delighting in how sweetly and controllably it oversteered. Before stuffi ng it into a bush.

And so we arrive at the fi rst group test of the F82 BMW, the M4. New name, new era. Five generations in, this mid-size M coupe breaks new

ground with forced induction, optional ceramic brakes and electrically assisted power steering (though unlike Ferraris, it’s clinging onto the manual transmission). Will the innate M-car character be compromised? Will the throttle lack immediacy, the steering lack feel, the brakes lose bite, the soundtrack be muted?

We sent Ben Barry, who clocked up over 200,000 miles in his E36 M3, to pass judgment, in the company of two outstanding rivals: the 911 Carrera S for blue-chip brilliance, Jag’s F-type V6 S for extrovert fun.

Finally, we’re able to deliver the next chapter in the M story, and answer all our questions. Turn to p118 to read Ben’s verdict.

M Division: the next chapter Editor’s welcome

PHIL MCNAMARA

Editor

World of

‘What’s great is I don’t need to lick anyone’s arse ever again’: F1 maverick Eddie Irvine on life out of the fast lane

Elise, Caterham, TVR, VX220 and Noble mega-test celebrates the best of British sports cars

‘I haven’t had this good a time in ages’ – Paul Horrell salutes a high watermark in Mitsubishi’s Evo VIII FQ300

Audi’s new A8 scores a shock victory over the Jaguar XJ, BMW 7-series and Mercedes S-class

Crashed outTHAT’S OLLIE Kew sleeping on the job, in a Q3. Gross misconduct? Nope, the byproduct of a trip to Beijing show, followed by two tiring photoshoots. That said, he has now left CAR: thanks for two great years, and all the best. p96

Spaced outWRITER GUY Bird and the editor ended up on a US airforce carrier, beside a Space Shuttle. That’s how Land Rover unveiled its Disco concept, announcing plans to blast into space. Sort of. p20

NOTES FROM A MONTH

JUNE 2014 I CARMAGAZINE.CO.UK 11

Dining out LAST TIME Ben Barry hung out with Seb Loeb, it was during a freezing Welsh WRC test. This meeting wasn’t quite as cosy as it looks: Loeb was about to face his fi rst World Touring Car test… p88

DRIVING JAY KAY’S

BOX-FRESH ENZO

Jay Kay’s new Ferrari Enzo is waiting in Maranello, and CAR is along for a unique road test as Jay drives down (in a Ferrari 575M) and returns in his £450k dream machine. ‘I picked a pretty small passenger seat. No fat chicks in this one, mate!’ The speedo soon reads 177mph, and plucky Kay starts looking forward to 200mph-plus. Not just a rock star, a real car lover too. Son of Enzo driven, p76

Great moments from this magazine’s past 50 years

Also in the issue…

THIS MONTH IN CAR’S HISTORY – June 2003

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P74

Get set for the £32,000 Porsche: the lightweight, back-to-basics 718 roadster. The two-seater will be based on a cut-down version of the current Boxster, but

with all-new, four-cylinder firepower and a no-frills approach to equipment. Think Porsche’s MX-5, and get very excited indeed purists.

Named 718 as a nod to the four-cylinder racing car (built from 1957 -’62 and raced by Graham Hill among others), the 2016 version shares its wheelbase with the Boxster but features shorter overhangs, a lighter body-in-white and bespoke body panels. With a 1190kg weight target, the 718 could weigh 120kg less than its roadster brother.

Much of that will come from the reduced cylinder count. The all-new flat-four engine will be Porsche’s first since the 912’s in the mid-’60s. The four displaces 2.0 litres, is turbocharged, and punches

PURE PORSCHEThe 718 is a back-to-basics roadster with a sub-1200kg kerbweight, and manual canvas roof and seats

out a decent 286bhp and 295lb ft. Porsche will also bore it out to 2.5 litres, yielding 360bhp and 347lb ft. Power is sent to the rear wheels via a six-speed manual or seven-speed dual-clutch ’box .

The drive to minimise mass means the 718 gets a Spyder-style canvas top (with a light, Perspex rear window); the roof can be dropped manually from the driver’s seat. The rollover hoops are fixed to reduce complexity; ABS anti-lock brakes, ESP stability programme and four airbags complete the mandatory safety kit. Steering is electrically assisted, brakes will be made of steel and the suspension will be tuned for maximum grip and supersharp handling.

The cockpit continues the pared back-approach. The lightweight seats will be adjusted manually, and the instrument panel is simple compared with the complex electronic systems trickling through to cars like Audi’s new TT.

15 second update

No-frills baby Boxster targets

1190kg kerb weight

Manual seats and soft-top keep it simple; price around £32k

Flat-four turbo engines:

286bhp 2.0- and 360bhp 2.5-litre

The 718 is part of Porsche boss Matthias Muller’s strategy to reposition the Boxster and Cayman. Today’s cars will receive a mid-cycle revamp in 2016, triggered by the 718’s introduction. The Boxster will be pushed upmarket, with a price north of £40,000, more power to keep it ahead of 718, and a more luxurious spec. Indeed, the Boxster will be positioned above the Cayman for the first time, leaving the fixed-head car sandwiched between the two drop-tops in the model line-up.

The Cayman/Boxster’s modest facelift covers the bumpers, lights and wheels, while other upgrades include a new steering-wheel design with a rotary drive mode selector, and new infotainment and driver-assistance systems. The four-cylinder engines should filter through to the Boxster/Cayman later in the decade, but not before the exciting 718 gets time to establish itself. Bring it on!

AgendaT h e s T u f f w e ’ r e a l l Ta l k i n g a b o u T T h i s m o n T h

CARMAGAZINE.Co.uk I JUNE 201412

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Long-rumoured baby Porsche looms, with four-pot engines, £32k price and a lightweight ethos, reveals Georg Kacher

Baby Boxstercoming 2016

£10k saving on Boxster and a simpler ethos may make 718 the purist’s Porsche

PUNCHY PORSCHEboxer engine packs four-cylinder turbo engines: base 2.0-litre kicks out 286bhp, bored-out 2.5 yields 360bhp. boxster will get revamped six-pots to stay ahead on power

PRETTY PORSCHEalthough chassis elements are shared with boxster, the 718 gets its own slinky sheet metal

356 (1949)air-cooled legend begins with a Vw-sourced 1131cc four, whose 35bhp gave the svelte aluminium-bodied 356 an 84mph top speed. later grows to 1966cc in 356 C, yielding 129bhp

924 (1975) & 944 (1982)first in-line, fi rst water-cooled and fi rst front-mounted engine for Porsche was the audi 100 unit with bosch fuel injection. hit 236bhp from 2990cc DohC four in 944 s2, 0-62 in 6.5sec

550 RS SPYDER (1954)Two 40mm weber carbs, 1498cc feeding 109bhp/93lb ft through a four-speed. a giant-killer on track, and infamously of James Dean off it; a 1955 model was sold for $3.6million in 2012

968 (1992)The 944 s2 became the 968, extended to a huge 3.0-litre four, with turbocharging for 300bhp. six-speed manual, limited-slip diff and 0-62 in 5.0sec and a 174mph v-max. not too shabby

912 (1965) & 914 (1969)912 was a 911 with 1582cc four; initially it outsold the six-pot car two-to-one. 914 (pictured) was sold as a Vw too; it ran 1.7, then 1.8 and 2.0 fours. fuel injection for ’73 delivered 123bhp

919 (2014)Porsche returns to le mans in the 919; mark webber’s steed runs a 2.0 turbo V4 with a pair of hybrid systems. scored a podium on its debut at silverstone

FouR pLaY: a potted HIstoRY oF tHe poRscHe FouR-cYLIndeR

13JUNE 2014 I CARMAGAZINE.Co.uk

360ºGUIDE TO

VW GOLF R400Max Power rides again in this Golf with

the wick turned up to 400PS. By Ben Pulman

14 CARMAGAZINE.CO.UK I JUNE 2014

1. AIMED AT MERCEDES-AMGApparently the 296bhp Golf R isn’t

powerful enough for its creators. So after a round of solemn self-fl agellation,

Volkswagen has built a hot hatch with nearly 100bhp more, the 394bhp Golf R

400. It’s a concept (for now…) but think of it as a riposte to the Merc A45 AMG and its 355bhp turbocharged 2.0-litre engine.

2. THE 400PS GOLFVW R&D boss Ulrich Hackenberg

challenged his team to build an engine to best Merc’s, and this mad motor is the result. The basis is the Golf R’s 2.0-litre

turbo, but a complete overhaul has given it an extra 98bhp and 52lb ft (332lb ft in total). Those outputs are on par with a

Porsche 911 Carrera S’s.

5. AT YOUR LOCAL VW DEALER SOON…There have been mad Golf concepts before, fi rst the Bentley-engined GTI W12 in 2007, and recently last year’s Design Vision GTI with a twin-turbo V6, but the

400 is much more credible. Expect it in showrooms (with a near-£40k price tag) come 2015…

4. POWER IS NOTHING

WITHOUT CONTROLVW reckons the Golf R’s chassis can cope with the

grunt, so mechanical changes are limited to

wider tracks, which nestle under 20mm wider wings

inspired by the 1988 Rallye Golf G60.

Agenda

Guy Bird on the concept that chooses your tunes

Brainy BMW limo boasts built-in DJ

MORE CONNECTED PLEASEBMW’s Beijing show concept heralds a possible r ange-topping 9-series. Called ‘Vision Future Luxury’, its designers sought to investigate what high-end customers might want from a circa £100,000 limo in a few years’ time. And that might not be a heavy, big-engined barge but something more ‘connected’ and intuitive.

COOL CARBONThere are suicide doors, latching onto a clever carbonfi bre B-pillar that also houses the front seats, and provides rigidity. Electric powertrain batteries fi t into a tall transmission tunnel, rather than being stacked elsewhere and compromising the low proportions.

BIGGER NOT CLEVERER ‘This four-door is smaller than a 7-series but positioned above it,’ says head of exterior design, Domagoj Dukec. ‘As “next luxury” is about sustainability too, getting bigger doesn’t necessarily do that. Proportionally it’s lower than Gran Lusso, last year’s 7-series Coupe.’

3. 911? PAH!On paper the engine might be a match for a

Porsche’s, but with four-wheel drive and a six-speed dual-clutch gearbox the Golf R 400 is a

good few-tenths quicker to 62mph. And a whole second faster than the Golf R’s 4.9sec. The top

speed (limited to 175mph) ain’t too shabby either.

CHOOSE MY TUNES‘Luxury for me is an intelligent car that knows what I want,’ says interior designer Oliver Heilmer. The car spots you’re driving to the opera, so it chooses appropriate arias while your passenger downloads the tickets via their personal ‘connected’ screen. Conclusion: expect brighter BMWs soon.

Yellow details refl ect shadeof 911 drivers

bested bya Golf


Senna rememberedby the men who knew him best

Gerhard BergerMcLaren team-mate

‘AYRTON WAS the greatest race driver of all time. There wasn’t one thing that stood out; it was the whole package. He was quick in qualifying, he was quick in the race, he was good in the wet, he had a way of feeling the engine, and his level of concentration was greater than anyone else’s.

‘We had a good relationship out of the car, mostly because I think he trusted me. When he beat me I didn’t make excuses, or claim he had better equipment, and he appreciated that. He was a deep thinker and I think his faith got stronger while we were team-mates. He used to read a few lines of the Bible before every qualifying session and I had a bit of fun with him when I knew he was doing that. I’d go into his room and try to get him to look at Playboy, but he wouldn’t do it and it was usually him on pole! Maybe I was reading the wrong stuff.’

Pat SymondsToleman race engineer

‘AS SOON as I started working with Ayrton I knew he was very capable. He just had that understanding and mental capacity that stands out.

‘Everyone talks about his second place at Monaco, but the race that stood out for me was Dallas, where he crashed out. He hit the wall and when he got back to the pits he told me the concrete retaining wall had moved. I’d heard a lot of excuses from drivers, but never that one!

‘After the race he convinced me to visit the place where he crashed and he was absolutely right: the wall had moved. You could see from the tyre marks that someone had crashed into it, moving one end of it by a tiny amount. That’s the level of precision he had, even in his fi rst season.’

Adrian NeweyWilliams chief designer

‘AYRTON HAD been Williams’ main rival for years, so the team was very excited when Frank announced he’d be joining us for ’94. He came to the factory in December for a seat fi tting, but the fi rst thing he wanted to do was see the wind tunnel model. He wanted to understand everything about the car.

‘He had incredible presence. You knew when he’d entered a room, and he was an intelligent and engaging personality; he was the sort of guy you wanted to engage in conversation.

‘In the car he had incredible confi dence in his own ability. Our car wasn’t good early in the season and he carried it; he made it do things that it wasn’t capable of. By the time we’d sorted it he wasn’t with us anymore. Had he been, I’m sure he would have won the world championship that year.’

Tom Clarkson Our man in F1

SUCH WAS THE greatness of Ayrton Senna that even those who are not F1 fans can remember where they were when they heard the news of his death 20 years ago. The scale of his talent is proven by the fact that, after all these years, there

has still never been a driver to match him. I asked fi ve men who knew him well for their memories of Ayrton Senna: driver, rival and friend…

With Gerhard Berger: ‘Ayrton read the Bible, I tried to get him to look at Playboy!’

With Ron Dennis: ‘Ayrton redecorated my hotel room with pornographic wallpaper!’

Agenda

17JUNE 2014 I CARMAGAZINE.CO.UK

On the eve of Le Mans, Anthony Davidson gives CAR the driver’s view. By Ben Barry

HOW DOES Le Mans compare with F1?

‘F1 can spoil you, but I like being in an enclosed car, it’s less violent, and we have similar downforce. This is right up there with F1, and the

fans think our cars sound better!’How does the TS040 compare with last year’s car?

‘It moves around more and there’s less mechanical grip, but with four-wheel drive it’s very calm out of corners; there’s less need for traction control. The driving position is more upright, the A-pillar is thinner, and we’re higher up compared with the door. We were scared to go wheel-to-wheel before, which was ridiculous. It was like standing back and trying to look through your letterbox.’How does the focus on fuel saving change the racing?

‘There’s a three-lap rolling total for fuel; say you catch a car at the end of a lap; it stops you burning fuel and you can’t get it back. You have to be reactive as a driver and have more capacity. You can relax into fuel-saving mode, or be naughty and go for a lap time.’What do you eat during Le Mans?

‘I have a high metabolism, so I eat carbs before and after stints. I learned that from racing with Aston in 2009: I was running on adrenaline and sugar by the end; you can’t do that.’Do you become de-hydrated?

‘The heat in the car is the ambient temperature plus 6-7degC, so the hardest thing is balancing your fl uid intake and keeping hydrated. Sometimes you get into the car needing a pee but it just dissipates in the heat and you get out and your entire suit is like you’ve jumped into a swimming pool.’Do you sleep between stints?

‘Last year we did quadruple stints – almost four hours – and it worked really well. After a stint we eat, do interviews, speak to the engineers, then get in bed with our earplugs but we still need another hour to come down. When we did triple stints I’d just get off to sleep before I had to get back in the car. Last year my sleep was so deep I was dreaming.’

‘It’s like F1, only less violent’

Josef LebererTrainer and friend

‘I WORKED for Willy Dungl’s clinic in Austria and they placed me at McLaren in ’88. I’d never worked in F1 before and suddenly I found myself working with Senna and Prost! I stayed working with Ayrton when Prost left and I went with him to Williams in ’94.

‘Ayrton was incredibly analytical. After a race, when most drivers were rushing to the airport, he would study the lap times of every driver. Not just his main rivals, but people lower down the order as well. He wanted to know everything.

‘As soon as I saw the accident at Imola I knew it was over. I just knew. It was obvious to me. The family asked me to fl y with the body back to Brazil, which I did. Varig took all of the middle seats out of Business Class and placed the coffi n there. I sat next to it for 12 hours and as we approached Sao Paulo I looked out to see fi ghter jets on our wing tips.’

Toyota TS040: fi nished one-two at Silverstone, next stop Le Mans

Ron DennisMcLaren team boss

‘AYRTON WAS incredibly focused and intense, but there was a fun side to him and I think Gerhard’s presence in the team helped to bring that out.

‘I’ll never forget one occasion at the Villa d’Este, one of the most sophisticated hotels in Italy. They got back to the hotel before me and were responsible for re-decorating my room with pornographic wallpaper. Such was the level of our practical jokes at that time that I had to get my revenge, so I got every piece of furniture removed from Ayrton’s room while we were having dinner. And neither of us ever admitted to the other that we’d been “got”. And that was just one grand prix weekend!

‘I still miss him a lot, both as a driver and as a principled human being. He had an amazing ability behind the wheel of a racing car and he owed it to whatever power gave him that ability to race. I still struggle with the over-riding emotion that I had at the time of his death, which was this: he wouldn’t have done anything different.’

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Agenda

IncomingThe good, the bad and the ugly of this monthÕs new cars and concepts

Mercedes Concept Coupe SUV

Citroën C-XR and Citroën DS 6WRCITROEN’S POSH DS range is a big deal in China, where it’s sold as a standalone brand. It’s getting a standalone SUV, the 6WR, a production-ready take on last year’s ‘Wild Rubis’ concept. Sized between BMW’s X3 and X5, the 6WR can be

had with Citroën’s hybrid powertrain for all-wheel-drive capability. The C-XR is Citroën’s answer to the Juke in China. It runs a 157bhp 1.6 turbo, and has off-road traction control settings to play Land Rover. We Europeans get the more charismatic C4 Cactus.

Volkswagen New Midsize Coupe (NMC)VW’S NMC, or New Midsize Coupe, is a Ronseal-description of its size (between Mercedes CLA and CLS) but overstates its coupeness. Based on the Golf platform, it’s a cert for Beijing and Boston’s chattering classes, but what about Birmingham’s? VW’s product planners are mulling it, as an alternative to Audi’s A3 saloon.

Peugeot 2008 DKRPEUGEOT CLAIMS its 2015 Dakar rally contender ‘shares an unmistakable family resemblance to the road-going 2008’. What, the one they modifi ed for Batman? We love the menace of this chopped, two-door rally raid monster running 37in tyres. Betting it’s 4x4? Wrong. Peugeot opted for a two-wheel-drive set-up for greater suspension travel and less weight. Roll on the Dakar!

Nissan Murano THE RAKISH Murano is back. For the USA mind you, with a 258bhp 3.5-litre petrol V6 as the only engine. It’s 20% more effi cient thanks to the SUV being 59kg lighter and more slippery. Euro sales could happen, but we’d need a diesel earlier and with four-cylinders this time. Unlikely.

JOHN SURTEESOnly man to have won world titles on two and four wheels: 500cc bikes in the ’50s, and F1 in 1964

DONALD CAMPBELLNo-one else has set the World Land Speed and Water Speed Records in one year. Died in 1967 trying to beat his own on-water record

DAN GURNEYInvented aerodynamic ‘Gurney fl ap’, podium champagne-spraying, and won in F1, IndyCar, Nascar, Can-Am, Trans-Am and Le Mans

CHRIS HOYSix-time Olympic cycling champ fi nished 14th of 30-plus cars, racing a GT-R Nismo GT3 at Oulton Park

FELIX BAUMGARTNERRed Bull space-dive hero has hung up his parachute to go endurance racing – in an Audi R8 LMS! Slow next to his 843mph fall to Earth…

THIS MERC is the BMW X6’s legacy. The gauche, sporty, compromised X5 has sold so well, Mercedes wants a piece of the action, with what looks like an upsized CLA on 22in alloys. The concept runs a twin-turbo 3.0-litre V6 and a nine-speed automatic: expect everything from four-pot diesel to V8 AMG for the production ‘MLC’, expected in 2015. At least it’s a little easier on the eye than the BMW.

And for my next trick…

Chris Hoy ditches cycling for cars, echoing some multi-talented chaps

Is it just us, or is there a touch of Alfa GTV in that rump?


Land Rover boldly goes where no SUV has gone beforeVirgin Galactic hopes to blast into space this year – with Land Rover’s help – from this New Mexico base, reports Phil McNamara

SPACE, THE FINAL frontier. And now the latest marketing channel for Land Rover, after it struck a supply deal with fl edgling ‘spaceline’ Virgin

Galactic, after 18 months of negotiations. Sir Richard Branson’s commercial venture hopes to conclude its fi rst, long-delayed space fl ight by the end of 2014, with the British entrepreneur on board. Land Rover’s green oval logo will adorn the hull of SpaceShipTwo (the VSS Enterprise) thereby exposing the brand to the millions of eyeballs that will follow the inaugural fl ight globally.

The Enterprise’s Star Trek mission was to ‘explore strange new worlds… to boldly go where no man has gone before’. Virgin Galactic’s

quest is rooted in free enterprise: to seek out new profi ts. The fi rm has collected deposits worth more than $85million from 700 people, keen to fl oat in zero gravity for $250,000 a pop.

Both Virgin and Land Rover claim a higher purpose: to inspire the next generation of engineers and keep them studying STEM subjects (science, technology, engineering, maths). ‘We’ve two ways to excite kids about engineering: space travel and fast cars!’ says Virgin Galactic’s CEO George Whitesides. Land Rover’s marketing chief Phil Popham vows the alliance is a neat fi t: ‘We share a pioneering spirit of adventure, of technical innovation: you can’t get more innovative and technical than taking people into space and back again.’

1 GATEWAY TO SPACESpaceport America in New Mexico, USA, is Heathrow Terminal 5 for space joyriders. Designed by Lord Foster, the spaceport houses the launch plane and spaceship, and is astronauts’ gateway to space. Their New Mexico stay lasts around four days, including training and blast-off. They’ll be chauffeured by Range Rovers throughout their visit. ‘Anyone who can afford $250k to go into space for 90 minutes is going to be our target market,’ says Land Rover’s Popham.2 M ISSION CONTROL

Land Rover’s fl eet – including the new Discovery family (concept below) – will also be used by operations staff of the USA’s fi rst privately operated spaceport. ‘We’re talking about ways the [4x4s] can be used in towing and as spaceport vehicles, as well as picking up customers and taking them to launch,’ says Virgin Galactic CEO George Whitesides.

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Agenda


We round up yet more Nissan Jukerivals, coming 2014-16THE BABY-SUV segment is accelerating like a supercar strapped to a Space Shuttle; Hyundai, VW and Honda are the latest to show concepts. CAR has sussed out B-SUV plans from every mainstream car maker except Toyota – and it’s unlikely to be left out.

The baby-SUV modern era began in ’09, when Skoda sold 663 Yetis in the UK. The Society of Motor Manufacturers and Traders counted 87,749 B-SUV registrations in 2013, by Nissan, Mini, Vauxhall, Skoda, Renault, Peugeot and Ford. From 0 to 3.6% of sales in four years: no wonder this lot are revving up for launch.

Attack of the small-SUV clones

4 THE SPACEFLIGHTOnce outside the atmosphere at 110km up, the six passengers can fl oat in space, Earth-gazing. ‘Astronauts say that view changes their perception of the Earth's fragility,’ says Virgin operations chief Mike Moses. The riskiest part is re-entry, but patented tech ‘feathering’ the rear wings ensures the spaceship remains pointing downwards. At 21km, the ship enters glider mode, landing back in New Mexico after 90 minutes. The goal is for Virgin Galactic’s ships to go point-to-point, cutting the fl ight from London to Australia to say three hours. Says ex-NASA’s Whitesides: ‘Land Rover and Virgin Galactic want to push the boundaries of travel: we want to open up space to the betterment of humanity’.

CITROËN C3 CACTUS (2014)Cute looks, light weight (from 965kg), novel Air Bump protection – a return to form for Citroën, hopefully

HONDA HR-V (2015)First HR-V was an early B-SUV and this Mexican-made car could revive the name. The fwd/4wd baby uses Jazz parts

JEEP Renegade (2015)Sharing its platform with Fiat’s 500L, this downsized Jeep should be a genuine rock-crawler in 1.4-litre turbo, 4wd form

AUDI Q1 (2016)No niche is complete without an Audi. Again Q1’s an MQB platform car – expect a plug-in hybrid fl agship version.

HYUNDAI iX25 (2014) Confi rmed for the Chinese market with a 2.0-litre engine, Hyundai is weighing up Europe sales. A no-brainer, surely

VOLKSWAGEN Polo SUV (2016)This is the Taigun concept; the real car uses the Golf’s MQB platform, packs three- and four-pot engines, and will spawn a Seat and Yeti Mk2

MAZDA CX-3 (2015)Still under wraps, Mazda's rennaissance should continue with this 2 platform spin-off, with 1.3- and 1.5-litre petrol and diesels

3 THE SPACEWAYVirgin Galactic has one spaceship to start operations, with a second in build; ultimately the dream is to have fi ve. The spacefl ight starts with a ‘mothership’ – the world’s largest, all-carbon-composite plane – blasting down the 12,000-foot runway, carrying the 60-foot-long spaceship operated by two pilots. Once the mothership reaches 50,000 feet, VSS Enterprise

(right) is jettisoned. It then ignites its rocket motor by mixing liquid nitrogen with solid fuel (a rubber compound). Like a fi rework, the rocket burns for just under 60sec, sending the Enterprise into space at Mach 3.5 – that’s around 75% quicker than Concorde, but pales in comparison with the Mach 25 needed to get a Space Shuttle into orbit.


gold Stuff we found for auction

1938 DONINGTON RACING

PROGRAMME

Original raceday programme from Donington Park’s 22 October 1938 meet. Signed by the pre-war drivers for Auto Union and Mercedes. £3750

2004 FERRARI ENZO

Think the £1.2m LaFerrari on p76 is pricey? This tragically unused Enzo, showing just 900 miles, will set you back exactly the same – three times its launch price.

VW GOLF W12 GTI REPLICA

Remember the mad Golf concept car with a bi-turbo Bentley W12 in the back? A plucky enthusiast has created this plausible replica, yours for £6795. Pity it’s only a 1.4…

2007 SUPER AGURI F1 CAR

Brit Anthony Davidson raced for the short-lived Super Aguri F1 team in this very car. Now without its 2.4-litre V8 engine, but fi nd a motor and it’s ready to roll, for £65,000.

Agenda

The gospel according to Audi SUVs are heavenly, Audi boss

Rupert Stadler tells Ollie Kew

‘THERE IS ROOM for a third member of the TT family, after the coupe and the roadster. We showed the TT Offroad (see panel below) to Chinese

dealers and they said: ‘Yes please, we must have it!’ In internet-speak, there are a lot of ‘likes’ for this car.

‘A TT SUV has to keep classic TT design cues, and it has to be sportier than a regular Q-model. Will it be called ‘TT-Q’? I don’t object to that…’

‘When we decided to sell Q3 and Q5 in China, we were told there was no premium small SUV market. But I said “let’s go for it”, and now we have a 47% market share. The Q5 is a hot seller. The trend of increasing SUV volumes is mostly from the US, but China’s habits are catching up global trends.’

‘China is a very important market influencing colour and trim, but we will not design our cars specifically with China in mind. The last two days I’ve been in an A8 L with a beige exterior and red leather interior. I said “oh, this is awful!” but my Chinese

driver said “no, this is very nice!”‘We are banking on China

buying sports cars – but it is a very small segment, and high import taxes make them brutally expensive. Will we have a sports car beneath the R8? I say we already have two: the TT S and TT RS.’

‘I said to the board: “gentlemen, the plug-in hybrid is the first phase of electromobility”. Nobody wants a breakdown after 100km because their [EV] batteries are dead. I want

800km of range and zero CO2

Unfeasibly youthful Stadler has run Audi for

seven years

We will have 60 models by 2020 – and 45% of global volume is SUVs

emissions about town. The reality is 100km of range is too low. In Beijing you would not be able to get across the [congested] city with the air-con on.

‘Martin Winterkorn [CEO of Volkswagen AG] said: “Stadler, we have to have a battery electric vehicle”. I said: “Martin, I’m not convinced, until we have 300km of range.” Instead, we have A3 E-tron, and A6 and Q7 E-trons coming soon. All new Audis will have plug-in hybrid technology.’

‘We will have 60 models by 2020 – and 45% of global volume is SUVs. Q1, Q3, Q5 and Q7 are confirmed, and we see potential to expand in between. There’s no doubt we’re working on a new flagship. We’ll do a ‘Q9’ because it is right for us, not because of BMW’s [forthcoming] X7 or Range Rover.

‘There’s no [global] market for MPVs. People point to [Merc’s] B-class, but [small] premium MPVs are mostly a German market phenomenon. Nor can we compete with US minivan prices – and the R-class has scared people from doing crossover MPVs.’

Offroad mania corrupts TT

THIS TT Offroad concept is set to go on sale as a TT-Q. Unveiled in SUV-crazy China, it mates a TT's oversized arches, glasshouse, engines and dash with four doors, extra ground clearance and more cabin space. When Audi has so many SUVs, why does it need this? It's a crossover to make us cross. We test Audi’s Allroad Shooting Brake: p112

For over 50 years Avon Tyres have been at the centre of British Motorsport. As title sponsor and sole tyre supplier to the

Avon Tyres British GT Championship we continue to invest in the best research and development to ensure that car,

driver and tyre perform at the highest level. Follow our winning line up on www.avonmotorsport.com

www.avon-tyres.co.uk

21April

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22June

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31August

14September

OULTON PARK ROCKINGHAM SILVERSTONE SNETTERTON SPA–FRANCORCHAMPS BRANDS HATCH DONINGTON PARK

www.britishgt.com

British tradition. World reputation.

DESIGNERDOODLESWe hound star designers into sketching their favourite car details

GILES TAYLORDirector of design, Rolls-Royce Motor CarsYet another Coventry/RCA sausage factory success, Taylor fi rst worked for Citroën between 1992-97, creating the exterior design concepts for the Xsara and

then the C3. Between 1999 and 2009 he was, amongst other things, chief designer on both the new XK and new XJ at Jaguar. He joined Rolls-Royce in April 2011.

FAVOURITE OWN DETAILRolls-Royce WraithThe very essence of a car in fi ve lines…‘The Wraith combines a crisp-cut suit with a little bit of decadence; it loosens the tie and puts a little spirit back’

ALL-TIME FAVOURITE DETAILFerrari 250 SWB‘It’s a beautiful car; not a duff angle. The tautness about the body surfacing, so much power in all the elements, and a wonderful, restrained approach to detailing.’

No 18

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Watches

Car makers have the Geneva motor show, the watch world has Basel. In 2014 it didnÕt disappoint. By Ben Oliver

Watchmakers unveil Basel show surprisesW

E RECENTLY brought you the scoop on some of the new watches that would be shown at the Basel watch show. For

the watchmakers it’s like the Detroit, Geneva and Tokyo motor shows rolled into one. And just like a motor show, the makers like to hold some surprises back for the show itself. So now, after the event, here’s our pick of the best.

Car guys will be most interested in Chopard’s new Mille Miglia. The watchmaker has supported the mad classic rally over 1000 miles of open Italian roads since 1988, and in recent years has made a limited edition w atch, the fi rst of which are presented to the drivers. This year’s version launched at Basel on the wrist of Jacky Ickx (a proper hero, and so much better than the usual vapid Hollywood celebrity

‘ambassador’). It’s a major change to previous Mille Miglias. The hallmark tyre-tread rubber strap is gone, replaced with a leather band inspired by the bonnet straps on the earliest Mille Miglia competitors. And there’s a ’30s-style dial with red and green marking to echo the Italian tricolore. But don’t think the fi rm is stuck in the past: they’re also now the timekeepers for Porsche’s return to Le Mans.

Car nuts might also appreciate

Meccaniche Veloci’s mad Chrono Driver. It houses its titanium case inside a carbon or titanium frame, which allows the dial to be angled towards you when your hands are on the wheel, inspired by the ‘motoring watches’ of the early years of the motor car. The look is totally modern though, and this is another interesting, inventive piece from this Italian-designed, Swiss-made and car-obsessed brand.

These fi rst two are for car nuts.

Watch geeks will like the fact that Rolex’s entry brand, Tudor, has fi nally announced that it is returning to the UK. With Rolex quality at half the price and a cool retro look, Tudor watches rightly attract a cultish following. This new Ranger is typically bullshit-free – just a simple, tough, three-handed explorer’s watch, inspired by the original Ranger of the late ’60s.

And lastly, some gratuitous watch porn. It’s ironic that Patek Philippe’s ad campaign features fathers and sons, when most watch-obsessed dads would sell their first-borns to own one. This new model fits a clever, hideable second time-zone function along with a chronograph and an analogue date display into the classic Nautilus case. Yes, it’s the price of a good Mercedes. But so much work has gone into it that it’s better value than Tesco.

CHOPARD MILLE MIGLIA 2014

chopard.com £3560Old favourite gets a new/old look.

Still costs a fortune though

MECCANICHE VELOCI

CHRONO DRIVER

meccanicheveloci.com from £3425Modern look, old-car inspiration

PATEK PHILIPPE NAUTILUS

TRAVEL TIME CHRONOGRAPH

patek.com £38,560Sell everything. Sell it all!

TUDOR HERITAGE RANGER

tudorwatch.com from £1940Tudor, which is Rolex’s ‘entry brand’, is

back in the UK. It’s about time

PORSCHE AND MICHELIN PERFECT

THE WINNING COMPONENT: TEAMWORK.

Porsche drives for victory on MICHELIN tyres.

When Porsche scooped first and second place at Le Mans 2013,

it was a sensational return for the marque to LMGTE Pro racing. Despite a sudden storm, the team had stuck

DISCOVER ANOTHER 2013 VICTORY FOR MICHELIN & PORSCHE AT:HIGH-PERFORMANCE.MICHELIN.CO.UK/PORSCHE-RECORD

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of motorsport racing together

1998

Last time Porsche raced at Le Mans in the premier category

4 DRIVER STINTS

2014 target performance on one set of tyres

MICHELIN & PORSCHE:

with their Michelin slicks to get the

Porsche 911 RSRs across the finish

line without any more tyre changes.

Their faith paid off. In fact their

MICHELIN tyres were able to tough

it out for an incredible 3 driver

stints of gruelling Porsche LMGTE

Pro performance. At Le Mans,

endurance wins races.

ANOTHER PORSCHE COMEBACK

The racing world is now holding its

breath as Porsche prepares its 2014

comeback, after 16 years absence, to

the World Endurance Championship

premier category. Once again, Michelin

is the tyre partner of choice, having

worked side by side with the Porsche

team developing tyres for the new LMP1

919 Hybrid. The toughest challenge on

the table? Coming up with tyres which,

despite being narrower, can handle 4

driver stints at Le Mans before a change.

It will be big news for endurance racing

and the environment. Is it possible? See

you at Le Mans 2014 for the answer!

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HOT 911, A3 AND F-TYPE OUTED P30MAZDA MX-5 TECH

WE DECODE CHASSIS SNEAK PREVIEW P32

INSIDER


From WRC to SUV: has Subaru lost the plot?Or by redefining itself as an SUV maker, can the rally-forged

brand find UK salvation, asks Damion Smy


SU BARU’S W ORLD V I E W: 2013 SALES

Subaru is posting big fi gures globally – but you’ll need a magnifying glass to spot the UK's total

SUBARU, THE brand that gave Britain its fi rst World Rally champion and thousands of high-performance WRX and STI saloons, is redefi ning itself

to avoid commercial oblivion in the UK. ‘We see ourselves fi rmly as an SUV brand,’ says Paul Tunnicliff e, managing director at Subaru’s UK importer IM Group. ‘In fact, that was always our heartland, long before STI was ever dreamt up.’

Maybe, but it was car enthusiasts embracing the Impreza WRX and STI that put Subaru on the UK map, lured by World Rally Championship titles in 1995, 2001 and 2003. In 2001, Subaru registrations hit a UK high of 9767. Last year, they were down 76% on the glory days, to a meagre 2271.

Showroom visitors could only choose from the Forester and Outback four-wheel drive SUVs and bland XV crossover, or the rear-drive BRZ coupe, which has been outmuscled and outmarketed by its Toyota GT86 twin.

Why is Subaru struggling in the UK, when the brand is growing in major markets such as the US, China and Japan, posting a record global volume – 828,832 cars – in total? The strong yen has massively impacted British sales, making it more expensive to import cars from Japan and pushing retail prices up. Since Japan’s new government devalued the yen, Subaru UK has been able to slash XV and BRZ prices by around £2500.

But Subaru didn’t only lose its way for economic reasons – after all, the UK operation sold 40% more cars during the height of the recession than it did last year. The product line-up has always been narrow, with substandard interior quality, quirky design and a limited range of drivetrains. The brand lacked a diesel engine for years, and spent millions developing a diesel true to its core values, with horizontally opposed cylinders. This boxer diesel was launched in 2008, but it didn’t give Subaru a big shot in the arm. Four-

‘There’s defi nitely room for growth,’ he continues. ‘There’s no doubt we were distracted by the rallying thing. [Subaru North America] were building SUVs as their lead product, [while] we were fl ogging WRXs and STIs.’

Back then, the Yanks were mystifi ed by Subaru UK’s strategy; their SUV-centric approach has unlocked record sales over the past six years, and America accounts for half of Subaru’s global sales. Now the Brits are falling into line – and Tunnicliff e vows Subaru will grow here. ‘[Subaru owner Fuji Heavy Industries believes] we’re very important, not because of volume but in terms of potential. They’re keen to see the volumes go back up, nearer to where they’ve been historically. I’m under a bit of pressure to deliver that.’

Analysts IHS forecast that Subaru registrations will grow to only 3500 here by 2020 – well short of its best year. Tunnicliff e is unrepentant. ‘Subaru gives [customers] something they don’t get from a conventional [transverse] engine with front-wheel drive,’ he says. ‘It’s away from the mainstream, it is a niche. And that means we’re never going to be selling tens of thousands of them.’

Will that be enough to sustain Subaru? After all, one of IM Group’s other import brands – Daihatsu – began winding up European operations in 2011, due to poor sales caused by the high yen. Time will tell whether the SUV/STI approach is suffi cient to preserve the brand. If not, Subaru UK could be put out to pasture, to the disappointment of country vets, district nurses and World Rally throwbacks countrywide.

CANADA

36,760UNITS

CHINA

60,465UNITS

AUSTRALIA

40,200UNITS

UK

2,271UNITS

USA

424,683UNITS

JAPAN

181,102UNITS

UK

2271UNITS

wheel drive is another core value, but the premium German brands have chipped away at Subaru’s USP. And the SUV market – though growing rapidly – burns white-hot with competition.

‘Everyone else has moved into Subaru’s space a little,’ says Ian Fletcher of automotive analysts IHS Global Insight. ‘The Forester was previously very Qashqai, but also a bit rugged. Maybe now it’s a bit too crossover and they’ve forgotten the customer base they had.’

A pared back dealership network – from around 90 outlets in 2001 to the current 58 – has also hurt. But help is at hand: Subaru’s ranks are being bolstered by two non-SUVs: the 1.6-litre petrol, four-wheel drive Impreza hatch (from £17,495), and the fl agship STI saloon (driven on p38). They should drag some long-lost brand advocates back to showrooms, though sales will be small fry compared with the SUVs, says UK boss Tunnicliff e.

Do these cars fl y in the face of his SUV-mantra? ‘What STI and WRX say is real heavy duty engineering, capable of absorbing any amount of punishment, and dependability, which are adjectives you could ascribe to an XV or a Forester,’ Tunnicliff e argues.

1977Leone imports

begin, a forerunner for ’92 Impreza

1995Colin McRae wins WRC, Subaru winsconstructors’ title

1998Legacy-based Outback model

introduced

2001Richard Burns’s WRC title; UK

sales peak at 9767

2008Pulls out of

WRC; sales still 4668 units

2012BRZ arrives,

WRX shelved; sales just 2005

A B R I E F H I STORY OF SU BARU U K

INSIDER


S P YS H OTS

PORSCHE 911 GT3 RSThe ultimate 911 road-racer is coming. Extreme GT3 sprouts a monster rear wing, front aero fl ics and around 500bhp. Standard PDK auto ’box and rear-steer justify an expected £120k price tag; expect sales in 2015.

MINI CLUBMAN COOPER SMini’s sweet spot? The Clubman now has four proper doors (plus the trademark wardrobe rear), and a 260mm growth spurt enhances the cabin. This 192bhp Clubman Cooper S should be one entertaining, fast family wagon, when it lands in early 2015.

AUDI RS3 SPORTBACKNew 2.5-litre fi ve-pot RS3 is likely to be dual-clutc h-only once again, with power up from 335bhp to 380bhp. Five-door only so it doesn’t cannibalise TT RS: on sale in 2015 for over £40k.

JAGUAR F-TYPE R ROADSTERIt’s no secret Jaguar will offer a drop-top version of the F-type R, but is this mule with extra aero parts even hotter? A snowplough of a front splitter, huge rear diffuser and wing, plus ceramic brakes point to an F-type to trouble the 911 Turbo S cabriolet.

Iconic 4x4 gets major revamp and inspires little brother, reveals Georg Kacher

G-WAGEN REVAMP (2016) GLB BABY G-WAGEN (2019)

WHAT’S NEW?The 35-year-old 4x4 gets a major overhaul to meet

tightening regs in 2016. Revised dimensions, more tech, new engines and a different

dashboard add up to an extensive facelift.

WHAT’S NEW?The GLB (codenamed X247) looks like a baby

G-Wagen, but under the skin it’s based on Merc’s next B-class platform (MFA2), which is stiffer and

lighter than today’s oily bits.

HOW BIG IS IT?Expect different proportions due to 100mm wider body and lower roof, but the same iconic front end

design enhanced with LED headlamps and Distronic cruise control hidden in that imposing grille.

POWERPLANTSAuf wiedersehen V12, hallo 571bhp G63 AMG, as well as a 462bhp 4.0-litre twin-turbo petrol. There

are 313bhp turbodiesel and 367bhp petrol sixes for the less hurried, plus a hybrid.

HOW BIG IS IT?Smaller, sure, but it’ll still carry seven thanks to

fold-fl at, third-row seating: think stretched version of today’s GLA. The goal is a car with G-class looks,

B-class proportions and GLA dynamics.

POWERPLANTSA G with a three? Yes, sourced from Renault, to go with Merc 204bhp diesel and 272bhp petrol

2.0-litres. The GLB45 AMG gets 380bhp. Expect a nine-speed dual-clutch gearbox to help save fuel.

CHASSISThe big news is the G’s frame chassis switches to

aluminium, saving 375kg. Front suspension becomes independent, and electric power steering arrives. It’ll still mean business off-road with three lockable diffs.

CHASSISThe GLB is naturally front-drive, but 4Matic 4x4 will be optional. Depending on spec, you could have torsion beam or fully independent rear suspension. Options

include ‘agility select’ adaptive damping.

ANY OTHER INFO?This wider G-wagen needs a new dash, with classic features like the passenger grabhandle and chunky

diff-lock buttons. Tech includes latest Comand system with touchpad, sharp monitor and head-up display.

ANY OTHER INFO?Big infotainment news: the system will be

touchscreen rather than rotary dial-controlled! Production is set for autumn 2019, with a starting price around £28k, just above the fi ve-seat GLA’s.

New G-Wagen sires a baby

This bruiser will have done 37

years service by revamp time

B R EAK I N G N EWS

INSIDER


W E H E A R

THERE’S MORE to come from Subaru’s fl agship STI badge, beyond the Impreza STI saloon

(driven on p38). Marketing supremo David Dello Stritto told CAR: ‘What you see here may be the base for what’s coming next; it’s defi nitely not the end of the story.’ While a hot BRZ STI

has been ruled out, a four-door WRX Coupe based on the 2013 concept (above) is the logical next step. That, or curveball Legacy and Forester STIs?

PORSCHE’S BIG growth plan has slowed, because parent VW is channelling resources to other brands. The ‘Pajun’ 5-series-rival is delayed to 2019, and the next Boxster/Cayman

on the new mid-engined MMB

platform have slipped to 2018 or 2020. To plug the gap, expect some hardcore variants including 911 GTR,

911 Speedster and Cayman GT4.

RECKON THAT remote-controlled Land Rovers (driven using your iPad) are pie in the sky? There’s a prototype Discovery out testing in the UK, driven from outside via the car’s autonomous steering, accelerating and braking systems. Countryside uses include extreme low-speed off-roading and going through narrow gates.

PEUGEOT IS pushing ahead with its ‘HybridAir’ tech, which uses compressed air to drive a motor to assist the engine, instead of a battery system. Peugeot chief Maxime Picat

expects such hybrids to become ‘the norm for everyday [Peugeots]’ by the end of the decade.

ROMANTICS WOULD LIKE to think that somewhere in Mazda’s Japanese R&D centre, where the latest MX-5 is going through the fi nal stages of engineering before

being revealed later this year, there hangs a sign bearing four simple words: ‘simplify then add lightness.’

That was Colin Chapman’s mantra and Lotus’s automotive genius would, surely, have approved of the innovation going into the latest version of the

Mazda teased its next-gen chassis at the New York show

1 ELECTRICAL POWER

ASSISTED STEERING can provide sharp responsiveness and feedback, as well as fuel-saving – the latest Porsches prove it. Expect Mazda to get it right too

2 EXPECT 1.5-LITRE

direct-injection fours with 99 and 118bhp: lower weight means fewer horses needed. High 14:1 compression ratio, variable sequential valve timing on both intake and exhaust valves, plus those long exhaust manifolds promise good, low-down torque and top-end fury

5 SAVING WEIGHT

IS VIRTUOUS

as disc brakes, vented at the front, can be smaller and lighter, and front suspension components appear to be made from aluminium. If it’s a good enough material for Jag and Audi, it’ll do for Mazda

4 SIX-SPEED MANUAL standard, dual-clutch

possible. Engine and ’box mounted low down towards the centre for optimum weight balance

Ian Adcock decodes the tantalising chassis of the new roadster, on sale 2015

5 secrets of Mazda’s next MX-5

world’s favourite two-seater sports car. Mazda is intent on delivering the latest MX-5 100kg lighter than the current model, coming in at around 975kg; in comparison, the Alfa Romeo 4C weighs 850kg and the Lotus Elise 875kg. Mazda won’t rely on exotic carbonfi bre or TVR-style glass-reinforced plastic to achieve that weight reduction, but its innovative SkyActiv technology. Here are the chassis secrets of the new car, which goes on UK sale in autumn 2015.

3 STIFF BACKBONE

linking gearbox and rear diff helps to reduce torque reaction. Extending the rear subframe lever allows softer mounts in the longitudinal axis to reduce NVH, and harder in the transverse to counter cornering forces. It also limits subframe twist and anchors the gearbox while focusing loads in strong body areas. Pin-sharp handling should result

Do-or-die for Alfa and MaseratiIconic Italian brands outline grand five-year plans to keep them alive

ALFA ROMEO and Maserati have centred their sights on BMW and Porsche, with ambitious plans that call for fi ve-fold sales increases by 2018. Fiat chairman Sergio Marchionne, alongside Alfa and Maserati chief technology offi cer Harald Wester, outlined the strategy – fi rst revealed by CAR in August 2013 – at an analysts’ briefi ng in Detroit on 6 May.

Alfa is abandoning its front-drive

hatchbacks, and developing a new rear- and four-wheel drive architecture that’s fl exible enough to underpin eight new models, including a pair of sports saloons, a couple of SUVs, and a new sports car. The fi rst car, the 3-series-sized Giulia, arrives in late 2015, and will form the basis of Alfa’s push towards 400k annual sales.

At Maserati, the same platform will underpin the Alfi eri, a 911 rival. Available in both coupe and cabrio guises, there’ll be a rear-drive 410bhp V6, and 4wd versions with 450bhp and 520bhp. The controversial Levante SUV will be spun off the same parts, and it’s key to Maserati reaching its lofty target of 75,000 units per year.

The plans are bullish, but must be as this is the last roll of the dice for the troubled pair.

Beat the Germans or go home – much like the World Cup then

First Drives

Lamborghini Huracan LP610-4

F E AT U R I N G

L A M B O R G H I N I H U R A C A N

S U B A R U I M P R E Z A W R X S T I

A L F A R O M E O M I T O T W I N A I R

C H E V R O N G T 3

V O LV O V 6 0 P O L E S TA R

M A S E R AT I G H I B L I v s B M W 5 3 0 d

THIS IS JuST a car, I keep saying to myself as I wait for the light at the end of the pit lane to jump from red to green. Just another car. But it isn’t;

this is the new 602bhp Lamborghini Huracan. While my body is still trying to make friends with the narrow bucket seat, my brain switches on one adrenalin pump after the other. Eventually, my right index fi nger lifts the red metal gate and stabs the starter button.

I can hear myself breathe quite loudly now, sucking oxygen out of the small cabin in deep, short draws. I look around; small side windows, zero rear visibility, a sizzling fata morgana relayed by the rear-view mirror, a wide and deep windscreen that seems to kiss the ground.

The dashboard is a hyper-modern mix of Aventador, Reventon, Sesto Elemento and Egoista cues. The main TFT display can switch between three diff erent modes: Full Drive, Mixed and Infotainment. The centre stack houses the multimedia and sat-nav controls, auxiliary instruments, a row of classic rocker switches, an electric handbrake and metal U-shaped reverse gear lever that’s so much easier to use than the previous push-button device.

Awaiting the fi rm grip of my sweaty palms is the multi-functional steering wheel, now with integrated wiper and indicator switches. Mounted to the steering column are the world’s largest shift paddles. Ready to hit the road? Abso-bloody-lutely!

The Huracan replaces the Gallardo, a car that debuted in 2003 and accounted for 14,000 of the 30,000 cars Lamborghini has ever sold. It’s every bit as watch-your-back-low as the Gallardo, but it is a little longer and wider, and its wheelbase is now 60mm longer at 2620mm. The weight has come down by a token eight kilos to 1422kg, the torsional stiff ness up by 50% thanks to an aluminium spaceframe kitted out with carbonfi bre sills, fl oorpan, transmission tunnel, rear fi rewall and B-posts. The chassis is again all-wheel drive, the suspension again via double wishbones all-round, but the 19-inch wheels have swollen to 20 inchers shod with Pirelli P Zeros.

Your neighbours will hate you for owning a Huracan; this Lamborghini is just so incredibly loud. But emotion is the approach you must choose when you can t win the numbers game. Knowing full well that the uprated,

normally aspirated 610bhp V10 cannot beat the turbocharged eights fi tted to the 641bhp McLaren 650S and next year’s 670bhp Ferrari 458-T, R&D boss Maurizio Reggiani and his team decided to add a large measure of italianitá to enhance its appeal.

Compared with last year’s Gallardo Squadra Corse, the maximum power output increases from 562bhp to 602bhp, peak torque by a modest 15lb ft to 413lb ft, and the 0-62mph sprint has improved by 0.2 to 3.2sec. The average consumption is improved from 20.9 to 22.6mpg, and the new engine does of course meet the more stringent EU6 tailpipe norm.

Although this Lamborghini can bark louder than most of the rivalling big dogs, its personality is much more mature and less aggressive than the Gallardo. One point in case concerns the new Lamborghini Doppia Frizione dual-clutch gearbox which bites faster and harder than the rather rough automated manual fi tted to the Gallardo, yet at the same time can be totally fl uent, seamless and relaxed. But dictating the pace with your fi ngertips is still the most rewarding modus operandi. Revs permitting, the

CARMAGAZINE.Co.uk I june 201434

Flat-out on road and track in the new Lamborghini Huracan. By Georg Kacher

Whipping up a storm

GR

EG

PA

JO

35june 2014 I CARMAGAZINE.Co.uk

The Huracan’s personality is much

more mature and less aggressive

than the Gallardo’s

36 CARMAGAZINE.Co.uk I JUNE 2014

transmission will change down several gears at a time while you keep the paddle pulled.

When the light fi nally goes green on the Ascari circuit, the Huracan is not only stunningly fast but also beautifully balanced. In Corsa mode, the steering action speeds up dramatically, tip-in is an object lesson in preemptive obedience, upshifts are accompanied by a whiplash domina eff ect, torque vectoring clearly favours

First Drives

the rear wheels, and the shock absorbers keep the body almost level even under hard braking and through maximum-g corners. Initially, stability control provides exactly that and perhaps a bit too much of it, but after about 20 laps when the tyres start to melt and the car fi shtails out of second- and third-gear bends, the calibration feels suddenly spot-on. By that point, the carbon-ceramic brakes are hot enough to decelerate our gleaming

Coming to a bedroom wall near you soon

THE NEW dual-clutch transmission is so much better than the Gallardo’s robotised manual that it’s easy to overlook some of the other key improvements Lamborghini has delivered. Like the carbon brakes, which now come as standard, and fi nally deliver decent pedal feel in real-world traffi c. Or the optional adaptive dampers, which massively improve real-world comfort.

There’s that phrase again: real world. Lambo has wisely worked to make the car better in the situations where it spends most of its time, and that isn’t on the track. Naturally,

it’s faster there, too; at Ascari, the instructor-driven Aventadors we’re forced to follow during hot-lapping need track-ready Corsa tyres to keep ahead of the Huracans on regular P Zeros.

Rear-biased Sport mode is more fun than nose-led Corsa, but this is still a safe, rather than fl amboyant supercar. You can tease the front and rear tyres, but a 458 is more playful. Stick to the road, where the Huracan is at its best. There’s no sign of the on-track understeer, but you’ll need to keep it above 6000rpm to push on.

The fact that you can’t mix

and match your throttle, ESP and damper settings is a disappointment - I like Sport’s handling balance but not its automatic upshifts. But the Huracan looks fantastic, and the brake and transmission upgrades mean you’ll want to drive the new car more often than you ever would a Gallardo. It’ll be another hit for Lambo, but I can’t stop thinking that I had more fun in the new BMW M4 Coupe I drove four days later.CHRIS CHILTON

SECOND OPINION

june 2014 I CARMAGAZINE.Co.uk 37

PRICE £186,760

ENGINE 5204cc 40v V10, 602bhp @

8250rpm, 413lb ft @ 6500rpm

GEARBOX Seven-speed dual-clutch,

four-wheel drive

PERFORMANCE 3.2sec 0-60mph, 202mph, 22.6mpg, 290g/km CO2

WEIGHT

1422kg (dry)

ON SALE

Now

Normally, it takes an empty autobahn to explore such extreme velocities, but the fast and twisty road from Marbella to Ronda is not a bad substitute, so we leave the hotel at the crack of dawn to unleash the beast just one more time. While the 5.2-litre V10 beams us eff ortlessly past slower traffi c, four-wheel drive redistributes torque corner by corner with surgical precision, the variable-rate steering keeps carving out the most pragmatic fl ight path, the fearless suspension successfully deals with deep craters and sharp ridges, and the energetic brakes reel us in from the brink time and time again. The Huracan feels unstoppable.

Used to just tweak gearbox, now steering, suspension and 4wd system too

Any sleeker and the windscreen would be fl at

1

2

3

citrus fruit on wheels with such timewarp effi ciency that it seemed perfectly okay to hit the pedal eerily late even though extreme deceleration would occasionally trigger an initial wobble or two.

Safe and sure-footed like a 911 Turbo S, the Huracan is all about clarity and confi dence. You can go seven-tenths and still feel like a superhero through the twisty stuff , you can overdrive it by two-tenths and will not be punished as long as ESC is active, and you can expect total satisfaction for every lap completed at ten-tenths. The baby Lamborghini, once a role model for extrovert excess, is unexpectedly transformed: totally predictable to the limit, it fuses Italian fl air with Germanic effi ciency.

The Huracan’s talents are more than skin-deep. Comments the R&D chief with a wide grin: ‘For the sign-off drive with the Audi board of directors, the car had to master a bend on the proving ground at almost 200mph. Early on in the gestation process, it didn’t. But after we increased the downforce by 50%, even our German friends were convinced...’

LOVEFusion of new

talents with trad Lambo values

VERDICT100% better than Gallardo, benign

for a Lambo

HATECramped cabin,

ergonomic glitches, claustrophobic

visibility

★ ★ ★ ★ ★

TO THE POINTSomewhat surprisingly, the Gallardo

replacement is not only a sharper and faster driving machine, but also a more compliant and accessible sports car. Even more so than the Aventador, it is two cars in one. Its soundtrack will silence the busiest street cafes, its extrovert stature is a magnet for smartphone junkies, its presence in the rear-view mirror has a hot-knife-through-butter eff ect. But when you look behind the glamorous facade, you will fi nd raw talent, real ability and rare composure.

The Gallardo casts a long shadow, but the Huracan stands as a very worthy successor.

1 STEERING WHEEL Indicator and wiper functions migrate to steering wheel

2 DRIVE CONTROL

Red Anima button tweaks throttle, steering and more – choose from Strada, Sport and Corsa

3 REVERSE! Little gearstick replaces fi ddly old reverse button on Gallardo

4 TFT DIALS Digital instrument panel can be customised to suit

Naturally aspirated V10

makes 602bhp

4

First Drives

38 CARMAGAZINE.Co.uk I june 2014

My tIME machine works. I’m Colin McRae, carving up Swedish roads in a flying Subaru, the cackle of that boxer engine

backing up my pedal-dancing feet as I peer over the scoop poking out of the bonnet. There’s endless grip; I’m unstoppable, positioning the STI perfectly on the road, kissing apices, dodging debris and swiftly dispatching fallen tree branches. It’s like I’m wearing the STI, as after some initial settling in, we’ve got a common goal: the decimation of time and space.

It’s not 1995 – the year McRae won the World Rally Championship – and the 2014 WRX STI really is yesterday’s hero. This new version relies on the same formula that helped make the WRX a cult car back in the mid-1990s and into the early part of the next decade. It was a revelation, culminating in the two-door 22B that didn’t just humble Porsche owners, but converted them.

Subaru blasts back to the… pastSubaru Impreza WRX STI

Price

£28,995

engine

2457cc 16v flat-four

turbo, 296bhp @

6000rpm, 300lb ft @

4200rpm

gearbox

Six-speed manual,

four-wheel drive

Performance

5.2sec 0-62mph,

159mph, 27.2mpg,

242g/km CO2

Weight

1534kg

on Sale

Now

The hatch has gone, the front’s all 1994, but can the re-launched Impreza WRX STI recapture its glory days? By Damion Smy

Looks like a Proton with an Impreza crush to us

wheelbase, wider tracks and lower ride height. That gives the STI a larger footprint on its standard 18-inch Dunlop-shod alloys (yes, you can spec WR Blue with gold wheels, if you must), capped off by the obligatory rear wing.

Climb into the STI, and the time warp seems complete. The seats are firm, well bolstered and even larger people (as tested…) will fit in them. There’s also great vision all round, and a start button to warm up that flat-four while you’re disgusted at the cabin. The interior’s not distasteful or offensive, but just plain old. TFT dials? not here. Adaptive dampers? nope. High quality materials? Maybe next time. There’s

Front-end styling mimics the original Impreza Turbo. Shame about the rest

There’s the same set-up as the car that went off sale in the uK in 2012: a 2.5-litre boxer engine with the same 296bhp as before; an identical 5.2sec 0-62mph sprint; and even the gearbox is the same, down to its ratios. The all-wheel-drive system and centre diff are unchanged as well, which has you wondering what is new for this saloon. Well, the hatchback has gone, leaving only the saloon – big deal – but the awkward styling sits on a longer

simply nothing new or adventurous with the interior, a common criticism of the old car. Take the red instrument cluster: it looks identical to the old version, while the 4.5-inch centre screen is operated by a haphazard button between the air-vents. It really feels like Subaru made this car years ago, left it in a shed, and decided over a few bottles of saké to wheel it out for a laugh.

That’s not necessarily a bad thing. The STI will have you laughing out loud when you’ve become Colin on a back road. After a stint in town – where you’ll need the SI drive selector in ‘Intelligent’, as the Sports and Sports Sharp modes are too toey in traffi c – the STI is a crisp a performer as ever.

The suspension has lower cross members and links, and the STI’s steering is hydraulic, unlike the regular WRX (which the uK won’t see) with its electric set-up. The focus, says STI chief Masuo Takatsu, is on rear grip and response, and it feels like it when you push hard. The turn-in could be crisper in terms of feel, but the obedience of the nose is brilliant.There’s near no roll, nor nose-lift when

First Drives

39JUNE 2014 I CARMAGAZINE.Co.uk

Mid-life facelift can’t disguise two-cylinder Mito’s laughter lines. By Ollie Kew

Two little, two late

NEVER, NOT WHEN I was learning to drive, nor during my fi rst clumsy attempts to heel-and-toe, have I hit a car’s rev limiter as frequently as I have while piloting the

facelifted Alfa Romeo Mito TwinAir. Like all these two-cylinder Fiats and Alfas, the engine defi nes the driving experience – the turbo must be kept on boost at all costs. This updated Mito, ID’d by tiny exterior tweaks plus an afterthought touchscreen inside, has another 20bhp, taking output to 104bhp, and dropping the 0-62mph time by a handy 1.1sec.

Apparently, maximum torque is developed at 2000rpm, but you really need to spin the clattery twin north of 5000rpm to hang onto the coat-tails of the new three-pot Mini Cooper. Beware: the engine suddenly cottons on to your need for

speed and zips into the squishy soft limiter faster than a ham-fi sted change across the notchy six-speed gearbox allows. It makes for frustratingly disjointed progress, or a distinct lack thereof if the valves aren’t trying to head-butt their way through the bonnet. As for 67mpg, forget it. Maybe 40mpg, if you’re careful.

This characterful yet fl awed drivetrain has been dropped into a chassis that defi nes numb. In Natural mode the steering is way too light; in Dynamic it’s set in concrete. Our top-spec Sportiva test car wears very sexy (but a bugger to clean) 18-inch wheels. Great for looks, but the wide rubber makes the Mito feel over-tyred, with none of the Mini (or a Fiesta’s) playfulness. The rims nobble the ride too. Fact is, across the board, the ageing Mito is now outclassed. Leave it for the L-plate brigade.

Alfa Romeo Mito

Price

£16,300

engine

875cc 8v turbo 2-cyl,

104bhp @ 5500rpm,

107lb ft @ 2000rpm

gearbox

Six-speed manual,

front-wheel drive

Performance

11.4sec 0-62mph,

114mph, 67.2mpg,

99g/km CO2

Weight

1130kg

on Sale

Now

VERDICTMid-life t weaks

can’t save Mito

from major

disappointment

★ ★ ★ ★ ★

you up the revs. It needs to be above around 3000rpm, where the turbo’s on full-song, to devour the biggest chunks of blacktop, and the smoother action of the gearbox (which could still be improved) makes it a cinch. One of the most impressive elements of the STI is its braking performance, as it stays so fl at even under a heavy dose of the four-piston Brembos up front. It’s absolute bliss to drive on a wet, winding road.

Is the Impreza the new king? no. The STI, which is only expected to sell around 1000 cars in europe this year, is not a car to defeat the Armada of rivals that it didn’t have to face at launch two decades ago. For close to its £29k, you can have faster cars, more practical ones, and machines that are far more rounded in terms of technology and perceived quality; the Golf R and BMW M135i, for instance. Yet even with its dated looks and museum-spec interior, the STI is still one tough customer that can truly be enjoyed on a twisty road. And if the future leaves it lagging behind, we’ll happily live back in the past.

Follow me on Twitter @damionsmy

Honour McRae with gold wheels, 555

graphics and a heavy shunt in fi fth

LOVEThe grip, pace and polished

dynamics

VERDICTA great driver’s car, but lacks

showroom polish

HATEThe dated, nasty

cabin

TO THE POINT

★ ★ ★ ★ ★

Left over crest, right at roundabout, into dealership, buy Golf R

The Subaru boxer engine: one of the most charismatic fours ever. Punches with 296bhp

First Drives


Chevron is knocked together by 12 men in Crewe and it’s rough around the edges, but the GT3 is searingly rapid and hugely competent.

‘We want it to compete with the 458 and the McLaren 12C on track, but for half the cost and a quarter of the running costs,’ says Witt. ‘It’ll be eligible for GT Cup, Britcar, British GT, Dutch Supercar…’

Climbing in is the hardest part: this is a low car with a chunky rollcage, but eventually you fold yourself in and fall into the embrace of a sports seat that’s so laid back it’s almost horizontal. It’s a great driving position, but rear visibility is tricky – there’s a fi rewall, not a rear window – and I fear how

THE MENTION OF British supercar start-ups might send bank managers running for cover, but I hope that Chevron and its GT3 is diff erent. Not

that Chevron is a start-up: the company has motorsport history in the 1960s and ’70s, but the bit in-between then and now is patchy and the GT3 will be the stepping stone to its fi rst road car.

The GT3 has the same footprint as a 911, clothes a tubular spaceframe in fi breglass bodywork and places a naturally aspirated 6.2-litre GM V8 behind the driver. That V8 might make a relatively unremarkable 441bhp, but it lugs just 1000kg.

Chevron owner David Witt plans for his £175k GT3 to give Ferrari’s 458 a bloody nose on the racetrack; that’s the car we’re driving today. Next, a closely related ‘track car you can drive on the road’ will follow for £120k. Don’t laugh. Yes, the

quickly I’d extract myself in an emergency.And you can easily create an

emergency from here: performance is mighty and the GT3 surges forward whatever the gear, laden with torque, revving lackadaisically. In fact, the delivery is so mono that it takes serious concentration to keep tabs on which gear you’re in, and you really don’t want to accelerate hard out of a corner in second when you think you’re in third.

That said, on slicks and on a drying Donington circuit, the GT3 has Superglue traction, but this is not a car to throw at corners and sort out later. The window between it all hooking up and demolishing a lap and it all unhooking and demolishing some Armco is far narrower than it would be with a road car, but that’s probably a lot to do with the aggressive set-up of a top-fl ight GT racer.

So you have to fi nesse the GT3 through a lap, planning ahead, giving it an indication of what’s coming with gentle squeezes on the concrete-wall brakes and progressive doses of steering and throttle and every now and then you’ll fl atten the throttle early and feel the rear end squirm and slide just a little, cancelli ng out the small push at the front end. It’s whoop-out-loud thrilling.

A Chevron road car is never going to tempt people out of their 458s, but if it can channel the GT3 while adding a little more friendliness, it’ll give them something to worry about in their rear-view mirrors.

Follow me on Twitter @IamBenBarry

Earning its stripesChevron GT3 PRICE

£175,000

ENGINE 6162cc 16v V8,

441bhp @ 6000rpm, 440lb ft @ 4600rpm

(est)

GEARBOX Six-speed

sequential manual, rear-wheel drive

PERFORMANCE Sub-3.0sec

0-62mph, 156mph, 23mpg (est), n/a g/

km CO2

WEIGHT

1000kg (est)

ON SALE

Now

The UK-built Chevron GT3 will battle Ferrari 458s and McLaren 12Cs on the racetrack. Next comes the road car. By Ben Barry

LOVEBonkers

performance, stonking brakes, sorted chassis

VERDICTRough diamond that’ll have a 458

racer worried

HATEEntry/egress,

visibility, lumpy low-down power

TO THE POINT

★ ★ ★ ★ ★

Chevron GT3 weighs 1000kg and punches with 441bhp. Anyone work out the power-to-weight?

The premium UHP tyre for dramatic performanceEnsure optimum balance on both wet and dry surfaces through

triple layered block design and cooling system.

hankooktyres.co.ukHankook Tyre UK Ltd, Fawsley Drive, Heartlands Business Park, Daventry, Northamptonshire NN11 8UG

Tel: +44 1327 304 100 Fax: +44 1327 304 110

You support your team, and Hankook Tire supports your spirit

THE UEFA EUROPA LEAGUE

First Drives


and bushings – the new shocks also transform the handling. Boasting DFV (Dual-Flow Valve) technology, the Öhlins off er compliance and fi rmness for supreme roadholding. When you’re pushing hard, it’s the shocks doing the work, not the tyres, meaning less scrubbing and sidewall roll, while the taut body gives swift direction changes. It’s sharp to drive but refi ned and civilized in carrying out its business.

That business still includes occasional torque steer as well as understeer on the limit, even if the four-wheel-drive system has been set up for more rear

ALL FOUR wheels are off the ground but the bright blue estate lands as if it jumps crests everyday, so much so that the conversation between

driver and passenger continues, barely interrupted. The Volvo then seemingly takes charge and devours a series of tight bends that have the steering wheel being hustled in the leather-clad cockpit. The V60 – front tyres, brakes and occupants – remains unfl ustered.

But this is no regular Volvo estate, it’s the Polestar, a range-topping V60 R-Design fettled by and named after Volvo’s motorsport squad. Outside and in, there’s little to give the game away: the cabin remains stylish despite the car’s age, and the sports seats with blue stitching are a neat if unremarkable touch. The exterior too, is decidely subtle; no bad thing.

But underneath, the 3.0-litre straight-six has a new turbo and bigger exhaust, boosting power from 302bhp to 346bhp, and torque from 295lb ft to 369lb ft. There’s also launch control to really catapult the four-wheel-drive chassis down the road; anyone can match the claimed 5.0sec 0-62mph time.

Meanwhile, Polestar has given the V60’s chassis a serious makeover. Michelin-shod 20-inch alloys allow the fi tment of huge six-pot Brembo brakes up front, while unique Öhlins shock absorbers stop those huge rims ruining the ride quality; this car is sold through Volvo dealers with a full warranty, after all. Along with a host of suspension changes – including new locating arms

bias. Yet push the nose into a tight corner and the steering – which remains as per a standard R-Design and could be much more feelsome – allows you to tweak your line and exploit that grip and fl at stance.

The auto gearbox is the weakest link. It shifts too slowly, which is all too apparent when you go for a swift overtake. You’ll need to use the shift paddles to make the most of the shove on off er beyond 3000rpm.

But even the £50k price tag – a £10k hike over the R-Design – doesn’t stop this from being the best V60 ever built. It’s fast, fun, yet serene enough to maintain its luxury ambience.

Completely livable, it loses nothing to the R-Design in terms of practicality and little in refi nement apart from marginally worse fuel economy. It is, perhaps, the prudent man’s RS4; a Q-car for the family that’s socially acceptable, even in bright blue.

Follow me on Twitter @damionsmy

Scandinavian, trickVolvo V60 Polestar

Volvo’s motorsport squad Polestar transforms the humdrum V60 into a genuine Audi RS4 alternative. By Damion Smy

Cabin is lightly made over, but the chassis is transformed

LOVEBrilliant balance

and poise

VERDICTThe best V60, but

pricey

HATEThe price and thirst

TO THE POINT

PRICE

£49,775

ENGINE

2953cc 24v

turbocharged

straight six, 346bhp

@ 5250rpm, 369lb ft

@ 3000-4750rpm

GEARBOX

Six-speed

automatic,

four-wheel drive

PERFORMANCE

5.0sec 0-62mph,

155mph, 27.7mpg,

237g/km CO2

WEIGHT

1834kg

ON SALE

Autumn

★ ★ ★ ★ ★

Just don’t tell the UK

motorway police or we’ll all for it


been rare and exotic, small volume, big-ticket cars, like Ferraris with the dial turned down – appealing and aspirational, yes, but also remote and unrealistic. now Maserati wants to be in your office car park; it wants to be familiar, sell 50,000 cars a year by 2015 (up from worldwide sales of 15,400 in 2013). It hopes to sell 1500 examples of the new Ghibli in the uK alone.

Which is why it’s built a diesel – its first ever. Yes, it might bring the whole ‘thoroughbred racecar’ appeal down to earth with a bump, but the Ghibli was never going to be a volume seller with a high-revving V8. Instead there’s a 3.0-litre V6 petrol, a more powerful V6

DoN’t you wANt to own a Maserati, just so you can say you own a Maserati? Or rather, you’d say, a ‘Mazzair-arteee’, a delicious word that melts in

your mouth, a word rich with meaning. ‘Yes, I drive a sublime piece of Italian engineering, from the company that powered nuvolari, Fangio, Villoresi and Moss; the company that built the Merak, the Bora and the Mistral; the company born in Bologna one hundred years ago; noble, proud and strong!’

All this, conveyed in those four, wonderful syllables.

Which is why the new Ghibli is so enticing: until now, Maseratis have

S, and a diesel, which Maserati expects to account for 70% of uK sales.

So, you can now buy a four-door, rear-wheel-drive Maserati with a 3.0-litre V6 turbodiesel, that produces 271bhp and peak torque of 442lb ft, all for £49,000 – floating it into dangerous BMW waters. Which is why we thought we’d get the latest 5-series diesel along for playtime.

ric

ha

rd

pa

rd

on

Striking oilMaserati Ghibli Diesel vs BMW 530d M Sport

The Maserati Ghibli is the most stylish saloon for diesel-driving execs. Mark Walton finds out if it can beat BMW’s 530d

First Drives

The 5-series looks dull, the workhorse of a mid-ranking photocopier salesman


Ghibli saloon is the first Maserati with diesel power under its shapely snout. 3.0-litre turbodiesel V6 makes 271bhp and 442lb ft

Impromptu acceleration test saw the BMW fail to turn its on-paper 0-62 advantage into a meaningful lead on the road

Is it the latest? Yes, this is the revised F10 5-series, (for those of you who love BMW codenames), facelifted last year with minor changes around the headlights, lower air intake and front grille. It’s true to say, after the Bangle revolution of the early 2000s, that BMW has become very conservative again, and beside the Maserati the 5-series looks dull. While the Ghibli has that aggressive fish-mouth and muscular flanks, the BMW looks mundane, the workhorse of a mid-ranking photocopier salesman. Sorry if that sounds harsh, but look at them and tell me I’m wrong.

The Five we see here is the 530d M 4


Climb into the Maserati, and you know straight away this is no BMW – the dashboard is rather fl amboyant, swooping around a big central touchscreen. I’m not a massive fan of this optional steering wheel – it features a bead of carbon around the rim, which niggles – but I do like looking at the big trident badge.

Sadly, any brand magic you might be absorbing from the trident quickly dissolves when you start the diesel, which has an industrial sounding tickover. The auto gearshift is annoying too, because it won’t quickly snick into place. Things get better on the move: the engine turns growly, and acceleration is brisk, despite the brevity of the mid-rev surge (the redline is a measly, diesely 4500rpm). The gearbox remains a disappointment though, and I stick to semi-manual with the metallic paddles, to avoid the shift ‘gulping’ in full auto mode.

The Ghibli defi nitely feels like a

Sport saloon, which means a 254bhp 3.0-litre straight-six turbodiesel, priced at £43,870 including the M Sport package. What does that mean? Well, how long have you got? Ordering a BMW these days is more complicated than the Brumer-Stark algebraic number conjecture (look it up – it’s less complicated than ordering a BMW). The package should include M Sport suspension, but our car also has the £2770 Adaptive Drive option, which supercedes that with adaptive dampers. It also comes with bodystyling and bits of trim, along with dozens of other, complex options – including 19-inch wheels. Altogether this is a £60,365 car.

Maserati knows how to charge for options too – our Ghibli includes a £1700 carbon trim interior; 20-inch rims (£1960); a Premium Pack with keyless entry and powered steering column (a staggering £2400); and pearlescent tri-coat paint (£1776). Final price? £63,568. These cars are head-to-head rivals.

Maserati’s diesel sounds noisy at tickover, and runs out of puff by 4500rpm. The BMW is more refi ned, and punchier too

The BMW has a bewildering six driving modes, to tweak the steering, suspension, gearbox, throttle and more. We’ll take just one that works, please

The BMW is quicker, the engine more refi ned, but its chassis is less playful than the Maserati’s

First Drives


MASERATI

GHIBLI DIESEL

PRICE

£48,835

ENGINE

2987cc turbodiesel

V6, 271bhp @

4000rpm, 442lb ft @

2000-2600rpm

GEARBOX

8-speed automatic,

rear-wheel drive

PERFORMANCE

6.3sec 0-62mph,

155mph, 47.9mpg,

158g/km CO2

WEIGHT

1835kg

ON SALE

Now

★ ★ ★ ★ ★

BMW 530d M

SPORT

PRICE

£43,870

ENGINE

2993cc turbodiesel

straight-six, 254bhp

@ 4000rpm, 413lb ft

@ 1500-3000rpm

GEARBOX

8-speed automatic,

rear-wheel drive

PERFORMANCE

5.8sec 0-62mph,

155mph, 51.4mpg,

144g/km CO2

WEIGHT

1785kg

ON SALE

Now

★ ★ ★ ★ ★

to the indicator stalk, to the lovely, smooth-rimmed steering wheel.

This engine is so much more refi ned too, and quieter than the Maserati, even as it revs to the giddy heights of 5500rpm. It feels quicker than the Ghibli, and sure enough the offi cial 0-62 time of 5.8 seconds is better than Ghibli’s claimed 6.3 seconds, but side-by-side there’s nothing between them – we tried some ‘Associated Co-Acceleration Tests’ (no, not racing, no no), and pulling away from a roundabout up a quiet dual carriageway, they’re absolutely neck-and-neck through the gears. The BMW’s higher-revving engine just makes it seem a bit urgent compared with the short-shifting Ghibli.

One thing’s for certain though: the BMW’s chassis is less playful than the Maserati’s. The ride is plusher, and the body control is taut (in Sport mode), but the 530d doesn’t urge you on like the Maserati does, and you have to chuck the BMW into a corner to

unsettle it in the dry, where the Ghibli showboats at all sorts of angles.

But come on, rear drive and sporty these cars may be, but it’s not about oversteer; nor is it about mpg and CO2, much. It’s about raw appeal – which car do you want on your driveway?

There’s no doubt, the BMW feels a more comfortable, refi ned car, and if you ask which one I’d like to drive for the next 100,000 miles, I’m afraid I’d have to say the 530d. I’m disappointed in myself, for making such a predictable choice.

But there are plenty of people who might have owned a string of BMWs over the last ten years, who are desperate for something diff erent, something more exciting. That’s where the Ghibli scores brilliantly – it looks great, it runs the BMW close dynamically, and it has that badge. Imagine parking a Maserati on your drive? Or rather, a Mazzair-arteee. Go on, say it again, I know you want to.

sporty sports saloon. The ride is a little fi dgety at speed, but the steering is linear and direct, and with the traction control off , it’ll oversteer at the drop of a hat – a big, lazy slide that has me grinning from ear to ear.

Climb out of the Ghibli and straight into the BMW, and your fi rst impression is of a boring brown dashboard with gazillions of buttons. unlike the Maserati there is no touchscreen, and instead there’s the infamous iDrive controller with eight sub-menus (including ‘Offi ce’?); then there’s the adaptive ride controller, with six settings – eco Pro, Comfort Plus, Comfort, Sport, Sport Plus and DSC Deactivated. I’m surprised it doesn’t off er Mint Choc Chip and Raspberry Ripple. It’s all just too, too complicated.

Ah, but that German engineering! There’s no avoiding the cliché, especially after the Maserati – everything is precisely weighted, from the gearshift, which is like a fi ghter plane’s joystick,

LOVEThe Ghibli’s

aggressive snout, lively rear-drive

dynamics; BMW’s poise and precision

VERDICTThe BMW is

undoubtedly a better car, but the

Maserati is a Maserati

HATEMaserati’s rattly

diesel, lumpy ride; the 530d’s plain

looks, dashboard button explosion

TO THE POINT


‘THE NEW SMALLER CAPACITY F1 ENGINES REWARD FUEL EFFICIENCY, THE MOST PRESSING OF ALL MOTORING NEEDS’

If you want a hugely experienced yet undyingly passionate car bloke here’s your man. Former CAR editor Gavin’s is one of the most trusted opinions in the car world

Formula One – can now help solve the big issues in motoring, rather than simply make technically irrelevant, noisy cars go round-and-round in circles fast. The latest regulations make F1 relevant again.

Mercedes’ Formula One cars – which dominate the season as I write – are engineered and built in Britain. Unsurprisingly, the corporate might of Daimler AG fails to promote this inconvenient truth. Nonetheless, there’s no doubt that its super-efficient hybrid V6 racing engine, built and developed in Brixworth, Northamptonshire, has technology that will filter through to Mercedes cars, and will give them a hybrid powertrain advantage over BMW and Audi. (At present, BMW has the edge in road-car powertrains, and Audi is also ahead of Mercedes.) It will lead to more fuel-efficient cars from all manufacturers.

Equally, tomorrow’s Ferraris and Renaults will benefit from the track efforts of Messrs Alonso and Vettel.

These powerful but fuel-efficient F1 engines may also encourage Ferrari, Mercedes and others finally to launch smaller supercars, a welcome antidote to the trend towards sports cars that get bigger, more powerful and faster – in 0-60 and top speed, if not point-to-point.

An F1-derived Ferrari hybrid V6 supercar – a new Ferrari 166? – is perhaps coming. Oh happy days! Such a car would doubtless be sweeter and more fun to drive on a British B-road or a winding Alpine pass than any current Ferrari. Mind you, would Ferrari owners buy it?

The typical Ferrari owner today seems more obsessed by measurement – top speed, bhp, 0-60 – than feel. Ferraris have become the preferred label of brand braggarts, rather than the favoured tool of elite drivers; a crying shame. Never mind: even if Ferrari stays with oversized sportsters, the technical work going on with today’s F1 team will pay dividends for the next generation of 458, FF and F12.

Formula One is not just a technical exercise, of course. Otherwise the only spectators would be boffins in anoraks, diligently scrutinising the machinery like curlers following their gliding pucks. It is a spectacle, or at least it’s supposed to be.

Early this season the naysayers complained that smaller and less powerful cars would be less enjoyable to watch. How anyone can complain about the reduced entertainment of 2014 Formula One after the predictability and dullness of the Vettel-victory era, is a mystery to me. Anyway, those whingers were silenced by the recent Bahrain Grand Prix and Mercedes’ brave decision to let Lewis and Rosberg race. Whinger-in-chief is world champion Sebastian Vettel, for once displaying his youthful naivety. If he were winning he wouldn’t be complaining. And if today’s F1 engines lead to cleaner, more frugal and more entertaining road cars, then we won’t be complaining either.

OTORSPORT improves the breed, or so they said years ago when it was true. Looking back, motor racing pioneered disc brakes, aluminium bodies, turbochargers, seatbelts, double

overhead camshafts, carbonfibre chassis, active aerodynamics, and many other innovations. Without them, today’s road cars would be slower, thirstier, less agile and more dangerous.

It all went wrong a couple of decades ago. Formula One rule makers – spoilsports, literally – kept on banning the clever stuff, punishing the smartest engineers from the more innovative teams, of which McLaren and Lotus were at the fore. Now, many road cars have more cutting edge technology than F1 cars. The McLaren P1, for example, has brake steer, active aerodynamics, adjustable ride height, traction control and launch control, all absent from today’s Formula One McLaren. All were banned from F1, never mind that they were pioneered in motorsport. Even a bread-and-butter Golf features banned F1 technology, not least traction control and on-board adjustable suspension .

Capping and banning technology meant that a Formula One race was about as relevant to the new generation of road cars as the Champions League Final. (Which is one reason why, sadly, more manufacturers support football than elite motorsport.)

So the 2014 F1 regulations are welcome. The new smaller capacity hybrid engines, as Mercedes’ Paddy Lowe noted in a recent interview, reward fuel efficiency, the most pressing of all motoring needs. Before these latest regs were introduced, more powerful engines drank more fuel, simple as that. The new rules reward those engines that can generate the most power and performance from a given amount of fuel. The same tech benefits mpg as much as mph.

So some of the finest brains in motoring – those who work in

The voice of experience

The Critics

Follow me on Twitter @greenofrichmond

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‘THE BBC’S F1 COVERAGE SEEMS TO BE AIMED AT CHILDREN. IT’S LIKE THE BLUE PETER TEAM HAVE TAKEN OVER’

IThen there are the attempts to

explain this year’s hybrid technology, using Nico Rosberg dressed in a white lab coat. ‘Professor Nico,’ they call him. Give me strength, it’s like the Blue Peter team have taken over – there’s David Coulthard and Suzi Perry (competing to see who can squeeze into the tightest pair of teenage girl’s jeans), sitting on a sofa with a dog called Shep, and maybe a hundred-year-old tortoise called Bernie in the Blue Peter garden.

Of course, it’s hard to discuss or criticise Suzi Perry without being accused of chauvinism – as though my only possible issue with her is the fact she’s a woman. So let’s pretend for a moment that she’s a man, called Simon Perry. Simon Perry knows nothing about Formula 1. Simon Perry seems to have been chosen as an anchor because Simon Perry is not Jim Rosenthal. The way Simon Perry refers to the other presenters as ‘the boys’ makes me want to punch myself in the face until I am rendered completely insensible.

But the most annoying thing about all of it is the way this puerile treatment is reserved for Formula One in particular, as though the BBC Sport team believes it’s the only way it can get viewers interested in all those boring cars, droning round in circles. Can you imagine this summer’s Wimbledon coverage descending to this level? Sue Barker saying: ‘And

now we go to Andy Murray on Centre Court, who’s going to explain why tennis balls bounce… dressed as the Easter Bunny! Over to you boys!’?

‘So, switch to Sky and stop whinging,’ I hear you cry. Well, in fact I have, a bit, which is probably why the BBC is annoying me so much this season. I’m not a Sky subscriber, and I derive no income or benefi t from any part of the Murdoch empire, so don’t imagine this all some covert promotion-in-disguise – but I was so keen to watch the opening round in Australia back in March I paid £9.99 for a 24-hour ‘Day Pass’ and got up to stream Sky F1 through my laptop at 5am. The coverage was excellent – it was serious, knowledgeable and in-depth, with an army of experts including Damon Hill, Johnny Herbert, Anthony Davidson and, of course, that former BBC commentator that we all know and love, Ted Kravitz. Sorry, I mean Martin Brundle.

If it wasn’t for the fact that Sky F1 costs nearly £45 a month (the Entertainment pack, plus the Sports pack, blah blah blah), I’d probably subscribe. But for that kind of money, I’ll start watching snooker instead. Rack ’em up boys, as Perry would say.

DON’T ACTUALLY hate the BBC: it is a bit left-leaning, and Pointless is a programme for morons, but any broadcaster responsible for Tweet of the Day and W1A can’t be all bad.

Still, I’m so appalled by the Formula One coverage this year, I might even write to Points of View. As per their agreement a couple of year ago, the Beeb continues to share F1 with Sky: Murdoch’s bespoke pay-per-view channel gets every race and Martin Brundle; the BBC gets nine of the 19 rounds and Suzi Perry. Not that the BBC is running some half-hearted operation, oh no. Gone are the days when we would just get some grainy TV footage, and an unseen Murray Walker phoning it in from a crackly phone box. Now, even when the Beeb is showing a few highlights at three minutes past midnight, it seems to fl y out an entire Camp Bastion of camera men, equipment, technicians, cables, dishes, directors, producers, researchers, plus a stretched limousine full of presenters – six for TV, three for radio. All for the highlights! Think of the fl ights, the hotels, the expenses! I bet Murray Walker used to sleep in his hire car.

But that’s not my beef. No, my problem is the way the BBC coverage seems to be aimed at children this year. Have you seen the pre-race run through the grid positions, with the animated portrait of each driver? ‘On the front row we have Lewis Hamilton and Nico Rosberg,’ says Perry, and then the drivers turn to the camera, folding their arms and giving it their cheesiest death stare. It’s like something from World Wrestling: ‘In the blue corner, the Slingshot from Stevenage, the Hertfordshire Hustler, F1’s King of Bling, Lewiiiiiiis Hamilton!’

The incurable enthusiast

Follow me on Twitter @markwalton_

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An original petrolhead, Mark’s been writing witty stuff for CAR seemingly since he was in short trousers (a couple of decades at least). Irrepressible, that’s what he is

The Critics


by Anthony ffrench-Constant

G

Anthony’s previous life as an architect makes him a scathing expert on form and function. Add a love of cars, a blooming cynicism and a rapier-like turn of phrase and there he is

news that Rolls-Royce, Bentley, Jaguar and Aston Martin are now each to unleash their own take on the SUV leaves me filled with little short of dread.

Even if we’re not specifically talking DNA abuse of Aston Martin Cygnet acuity, it does amaze me – in an era when no one’s supposed to make a bad car anymore and Alfa Romeo is incapable of making a pretty one – just how many clunkers still make it down the slipway simply to satisfy the dubious perception that every marque must sell every conceivable model to succeed.

Building on the above mentioned, my own top-of-the-head stable of the halt and the lame further includes BMW’s horrid X1, the Chrysler Ypsilon, Honda CR-Z, Dodge Caliber, Lexus CT200h, Maserati Ghibli diesel, MG6, Subaru XV and anything at all badged Infiniti. I doubt your own hit list of the deeply dubious is the same but I don’t, for a moment, doubt that you have one.

So why, then, does it have to be like this? Why can’t the manufacturers cluster round the coffee and Custard Creams and, rather than each trying to produce a veritable raft of vehicles for all reasons, simply agree to divide up the spoils and stick to what they’re good at?

The standard riposte is that, with platform modularity and parts sharing rife, it ‘costs less than you’d think’ these days to send in the clones. Compared to what? Cinema tickets? A pet cobra? A barium meal for two at the John Radcliffe Infirmary? If every multi-model

manufacturer dropped the least successful specimen from their oeuvre and agreed to can the development of their next new niche-nibbler, imagine how much their existing range could benefit from the extra investment suddenly available.

When it comes to, say, televisions, you’d willingly trade less choice for higher quality. So why not cars? Especially if the focus was on interiors.

Fiat could drag the Panda’s woeful instrument binnacle kicking and screaming into the 21st century; Aston could finally remove all trace of Mondeo from its switchgear; BMW could design a legible sat-nav map; Mini could turn the My Little Pony quality accessories that clip onto the Countryman’s central rail into proper Fabergé eggs…

Mercedes could turn the A-class’s faux tablet console screen into a proper, demountable tablet; Peugeot could afford bigger steering wheels; Maserati could, um, start again; and Jaguar Land Rover could employ a seat designer who shows some signs of actually having once sat in a car for three hours at a stretch…

Don’t tell me your own car hasn’t furnished you with a shortlist of long-term ergonomic excrescences and scratchy plastic irritations. Give me a moment and I’m sure I can come up with at least one respectable gripe about even an Audi interior.

OOD JOB THE animal kingdom’s a tad more sensible about evolutionary diversification than the motor industry.

You don’t find bees suddenly deciding they’d work better if they were the size of tennis balls, or cheetahs thinking ‘Hmmm… fins… now that’s a pretty neat idea, and clearly a hit with dolphins, I simply must get me a pair of those.’

Yet – headlong dash to fill every market segment with their own take on a new niche model continuing apace – such genetic tomfoolery is becoming increasingly commonplace amongst automotive manufacturers.

Examples of the former, cute-turned-corpulent camp rely heavily on at least a whiff of whimsy surviving the donor car’s lunch-money-taken-straight-to-the-sweet-shop diet. The twice-baked swelling that is the Mini Countryman, for instance, only gets away with it (in some eyes) because, viewed from the top of the Shard whilst circumnavigating the M25, it still bears a vague resemblance to an original Mini.

Not so the hapless Fiat 500L. Much is made of the cute ‘whiskers’ on the bows of the elegant little 500. Sadly, that’s about all that has survived this unfortunate cod-SUV metamorphosis. Make a mouse large enough and, let’s face it, there’s every danger people will simply scream ‘rat!’ and run away.

Examples of the bringing-a-new-sense-of-porpoise-to-the-pedigree latter? Well, it’s something of a shame that Porsche (albeit already boasting a masters degree in defying the laws of physics) made such a respectable fist of imbuing an ugly, two-tonne box with hilariously adroit handling, because now a whole new shoal of car makers with no off-road pedigree whatsoever have decided that they too must have a piece of the mud pie. And

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‘WHEN IT COMES TO, SAY, TELEVISIONS, YOU’D TRADE LESS CHOICE FOR HIGHER QUALITY. SO WHY NOT CARS?’

The curmudgeon

The Critics

Game changerThe new Mitsubishi Outlander PHEV.

How does it do it? The PHEV was designed from the outset to run on electric power. That’s why, unlike just about every other EV, it has uninterrupted cabin and boot space. Its 463-litre cargo volume is almost identical to the diesel Outlander’s.

There’s a conventional engine up front, a refined, quiet and lightweight 2.0-litre petrol unit, but after that everything changes. The engine’s main role is not to drive the car, but a generator. This charges an array of underfloor batteries powering two direct-drive electric motors: one on the front wheels, the other on the back. As long as there’s sufficient charge in the batteries, the electric motors will work alone at speeds up to 75mph.

If the engine does need to kick in to top up the batteries, it will, but the transition between electric and petrol is all but undetectable. No allowances need to be made to your driving style: the car will always choose the most efficient mode. Generally, that will be EV mode at lower speeds, and electric motors supported by the engine at higher speeds. You can dial up a higher rate of battery regeneration by flipping a steering wheel paddle to recoup more power during deceleration, which brings the bonus of reducing brake wear.

In every other respect, driving a PHEV is exactly like driving a normal SUV, albeit a very comfortable, safe (5-star Euro NCAP rated) and powerful one. From 0-60mph it’s quicker than the already rapid 2.2 diesel auto Outlander, with the instant shove of electric power.You can charge the car by plugging it into a high-

speed charger (installed for free* at your house by British Gas), or let it look after its own charging through normal driving. If you’re going somewhere where the ability to run on EV power would be useful, you can charge the batteries to 80% capacity in 30 minutes just by letting the engine idle. You can even remotely control the charging process (and pre-heat or pre-cool the vehicle) through a free-to-download iOS or Android app.

From a full charge, which takes 3-4 hours from

zero (using cheap Economy 7 electricity if you do it overnight), the Outlander PHEV will run for up to 32 miles on electric power alone. So, if your total daily journey is less than 30 miles (which most are) you could find yourself never using the PHEV’s petrol engine. If you are an ‘electric-only’ user, the engine stays in good health by starting itself up every now and then.

The best thing about this extraordinary machine is just how ordinary it is in everyday use. Being a Mitsubishi, it’s a proper offroader running a Super-All Wheel Control (S-AWC) permanent 4WD system with a lock mode for the really gooey stuff. The PHEV handles surprisingly well too, thanks in part to the batteries’ underfloor location lowering its centre of gravity. Towing capacity is an impressive 1500kg. You won’t have to search out specialists to service it, as you do for many other EVs. Any Mitsubishi dealer can deal with it.

The price. Electric vehicles and hybrids are expensive, even after you take into account the Government’s £5000 Plug-In Car Grant but the Outlander PHEV is very different. It was designed from day one to be an EV, so there’s no hybrid price premium. Higher-specified GX4h and GX4hs versions are also available, but let’s look at the GX3h version.

The cost of a GX3-spec diesel Outlander 2.2 DI-D Auto is £28,249. After the Government grant, the cost of the equivalent GX3h PHEV – with automatic gearbox, remote-controlled keyless entry, leather-wrapped steering wheel and gear knob, cruise control, dual-zone climate control, automatic headlights and wipers, electric windows, 18-inch alloy wheels, roof rails, rear privacy glass, USB port, iPod compatibility and Bluetooth connection – is also £28,249. Which may very well be the most exciting motoring

news of the year, if not the decade.

If you believe the hype, every new car is a game changer. A degree of scepticism about yet another worldbeater is therefore understandable.

Don’t ignore the Outlander PHEV, though. This one really is a game changer. A few Outlander PHEV facts: Price: from £28,249 (post-grant) Benefit in Kind tax rate: 5%Vehicle Excise Duty: £0 London Congestion Charging: £0CO

2 emissions: 44g/km

Pure EV range: 32 milesPure EV + Petrol range: 514 miles

They look like stats for a tiny city car ten years in the future, but the Outlander PHEV achieves these figures now, in 2014. And it does so as a lavishly-equipped SUV with no restrictions on interior or boot space. For company car user-choosers, the benefits of running an Outlander PHEV are startling. BIK and fuel card tax ratings are just 5% rather than the expected 30%-plus for equivalent diesel SUVs.

For any driver, Outlander PHEV fuel consumption is incredible. The official EU figure is 148mpg, but if your daily journey is less than 32 miles it could be considerably more. Longer journeys like motorway trips can still return impressive figures. Unlike the average electric vehicle, there’s no danger of ‘running out of juice’ as long as you’ve got some petrol in the tank, and this is the only SUV with ‘£0’ on the tax disc.

Here, at last, is a hybrid car that really does offer ultra-cheap motoring without compromise to comfort, practicality or performance – and without the dreaded EV ‘range anxiety’.

Pop in and see your local dealer for more information or visit

www.mitsubishi-cars.co.uk

Outlander PHEV range fuel consumption in mpg (ltrs/100km): Full Battery Charge: infinite, Depleted Battery Charge: 48mpg (5.9), Weighted Average: 148mpg (1.9), CO

2 Emissions: 44 g/km.

*Subject to survey

Who’s obstructing who?I am sure that Mark Walton’s piece about speed trap warnings (CAR, April) will provoke much comment. Looking at the issue from another point of view, surely if a motorist sees someone about to break the law and does nothing about it he is aiding and abetting the commission of a crime? Also, should the signs at the roadside warning that there may be a speed camera (or should we say ‘safety’ camera) ahead also count as obstructing a police offi cer in the execution of his duty?ROGER GRIGG

Corolla vs F40I picked up my copy of CAR from January 1988 and found the Ferrari F40 mentioned in the ‘Duds’ section. I remember the scathing ranting of Gavin Green calling the F40 a money making model. How times have changed. We have come to appreciate the F40 for what it is: a single-minded, focused supercar. Forget usability and comfort. If you want to go to the shops for a loaf, take the wife’s Yaris. Its ‘don’t mess with me’ attitude did not always entice nice words, particularly from Gavin, but we all eventually recognised its single-minded brilliance. According to reviews it wires itself into your nervous system and leaves you with a high long after the journey has ended.

Which made me think: do we dismiss similar single-minded vehicles too easily? Do we lambast the Toyota Corolla because it is too dull, yet overlook its single-minded mission to provide brilliant, trouble-free motoring? If you had to put the last of your money

down for a car that had to last 500,000km without problems, chances are you are not going to pick many of the high-profi le Germans; more likely a Toyota.

So next time we put cars down for not fulfi lling our defi nition of transport, look for any possible single-mindedness that may be discernible. After all, it was not long ago that the F40 was, in your opinion, rubbish.EDGAR CAPES

EMAIL: [email protected]

WRITE TO: CAR magazine, Media House, Lynchwood,

Peterborough Business Park, Peterborough PE2 6EA

New Discovery: our questions answeredBEN OLIVER asks three questions about Land Rover’s Discovery Vision Concept (CAR, May). Firstly, what do we think? Personally, I like it. It’s far bolder than I expected, and I mean that in a good way. But I do think the heavily tapered rear makes it look tall (which it is, of course). I’d prefer to see the metal trim between the rear lights replaced by a red LED strip, a la 911 Carrera 4. This would add visual width, making it look a bit sleeker.

Second question: do I think ‘sporty’ cues on an off -roader are an aberration? No, merely an inevitable consequence of 4x4s evolving from the pure workhorses they once were. But, to their credit, Land Rover still breed theirs to be capable of ‘putting in a shift’ if needs be.

And fi nally, isn’t it a good thing Discos remain wilfully ‘unsportifi ed’? Maybe, but an SUV shouldn’t be judged on the swankiness of its clothes. If it’s at least as good as the current model – both on-road and off – then that’s all that really matters. As Gerry McGovern said: ‘Why can’t it do everything a Discovery does, and more, and be sexy?’ No reason, I’d say.MIKE SPENCER

Does Bentley’s hybrid future

undermine the brand’s luxury

credibility?

Yes - people who buy Bentleys hardly care about a couple

more mpg 27%No - every brand

needs to be taking a reduction in

consumption and emissions seriously

73%

READER POLL

Our January 1988 issue. Always fun to remind Gavin of the time he lambasted the F40

Land Rover Discovery concept:

still a workhorse, but now in a smart suit

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Mail

S P O N S O R E D B Y

LETTER OF THE MONTH


NO

YES

Picasso and cubismI was a little surprised by Stephen Worthy’s comments on the name of his Citroën Grand Picasso (CAR, May). I think this is a great name for a car and I thought the reason for the choice was well documented. Picasso was a cubist, so if you want to put a box on wheels, ie to maximise internal space, Picasso is a good name for your project. It beats my previous best name which was on a snail-shaped Nissan van called Escargo.DAVID SANDERS

Driving vs self-drivingBen Barry’s column on self-driving cars (CAR, April) is spot-on. The reason he loved the Defender Challenge is the same reason I love my ’87 911. To drive these vehicles correctly requires skills learned over years of instruction and practice and is a real accomplishment. I get more thrills and satisfaction driving the 911 at speed than I do from the E92 M3 that’s also in my garage.

It’s not that the M3 isn’t fun, it’s that to access the same skill level in the BMW requires insane speeds on public roads. What Porsche need to do to make up for the Cayenne is to start a 911 ‘Technique’ line: remake the ’87 Carrera exactly as it was back then, only with modern materials and electronics. If Porsche takes a page from Bowler and Singer and makes a new/old 911 I’ll bet the line will stretch from London to Stuttgart – and the liability can’t be any worse than selling the genuinely spooky GT2 to anyone whose only qualifi cation is the right bank balanceCARLOS ALVARENGA

Small SUVs: what not to likeSteve Singleton (CAR Mail, May) asks what’s not to like about small SUVs. Well, how about their being more complex than they need be, wider than they need be, heavier than they need be

and with an unnecessarily high centre of gravity? These result in a vehicle that is boring to drive, ugly to look at, more expensive to buy and run, and more dangerous, especially in the winter. So why would anyone buy one? The answer can only be to intimidate. Every school has its bullies. They don’t stop being bullies when they grow up. As parents they buy these vehicles, putting the safety of their children second to their need to throw their weight around.PETER YOUNIE

Ron’s crumple zoneRon Dennis (pictured in CAR, May, left)must have mellowed after two years away from running McLaren. The old Ron would never have a single crease in his suit. Is it too much to hope that Ron will relax the rule that hirsute McLaren employees must shave twice a day?AZMAN ARSHAD

Chris Chilton @chrischiltoncar

Friday beer-fuelled observation: in an electric-only race to 62mph, BMW’s i3 (7.9sec) would run a 918 (6sec) close, and stomp a P1 (9.4sec)

Gavin Green @greenofrichmond

In my interview @CARmagazine Ron Dennis says some McLaren P1 owners want something ‘more edgy’. Who are these supermen??

Mercedes AMG F1 @MercedesAMGF1

Best selfie ever? @nico_rosberg driving the W196 at #Hockenheim

McLaren @McLarenF1

Yes, we’re aware there is a resemblance - ptII! #proboscis

Scuderia Ferrari @InsideFerrari

Montezemolo: “Senna would have ended his career at Ferrari”

RETWEETS

Ben Barry @IamBenBarry

Porsche 911s seemed to be quite popular at Nordschleife today

Why do you hate my X1? As a long time CAR subscriber without the luxury of a company car I always rely on your comments when spending my own money. Three years ago I bought your ‘no-brainer small premium diesel estate’, a BMW 318d Touring (price, CO2 tax and insurance in France put the 320d out of my reach). Having just ordered its replacement, a BMW X1 18d xDrive, I am dismayed to read (CAR, April) that despite praising the 3-series Gavin Green would rather drive ‘anything but an X1’. You always taught us the X1 is simply a jacked-up 3-series, so how come he considers the X1 so iff y? DAVID LING

Le Mans revisitedI thought you guys did a really nice job on Porsche at Le Mans (CAR, May). Interesting piece on Webber’s fi rst test followed by a simply dreamy reunion of the great cars and drivers. I’d drifted from endurance racing – you seem to have hauled me back.PAUL DeVRIES

Noise, jokes and sarcasmI was surprised at Ollie Kew’s observation that BMW’s range-extender petrol engine in the i3 is excessively noisy, choosing to illustrate his point with capital letters and sarcasm (CAR, April). I have have had a test drive in the car and paid particular attention to this issue. I found the noise very subtle indeed, even at low speeds, and certainly nothing like what Ollie describes. I didn’t hear it from outside so can’t comment on that. Is it possible the noise varies from car to car?

My concern is that the journalistic accuracy of the article has been compromised to allow for a comedic tone. I have found this before with Mr ff rench-Constant, who seems to put the gags ahead of the facts a little too much for my liking. He can be quite amusing of course, and it’s clearly a fi ne line editorially.

Despite all the above CAR remains my favourite motoring magazine and has done for about 30 years. Thanks!JEREMY DAVIES

JUNE 2013 I CARMAGAZINE.CO.UK 55

Picasso might have drawn this MPV.

Monet was more of a Renault man

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SUBSCRIPTIONS To take out or renew a subscription to CAR visit greatmagazines.co.uk/car, or for any enquiries or problems, call 0844 848 8872 (UK enquiries) or +44 (0)1858 438824 (overseas enquiries). Lines open Mon-Fri 8am-9.30pm, Sat 8am-4pm, and Sun 10am-4pm. Fax number: 01858 461739. Or write to: CAR Subscriptions, Freepost (MID 16109), Leicester LE16 7BR (UK enquiries) or Bauer Media Subscriptions, CDS Global, Tower House, Sovereign Park, Lathkill Street, Market Harborough LE16 9EF. CAR USPS 009-287 is published by Bauer Consumer Media, and distributed in the USA by Air Business Ltd as mailing agent. Periodicals postage paid at Jamaica NY 11431. US POSTMASTER: Send address changes to Air Business Ltd, c/o Worldnet Shipping Inc, 156-15, 146th Avenue, 2nd Floor, Jamaica NY 11434 USA. BACK ISSUES To order a back issue call: 0845 601 1356. If you want more info about CAR or cannot fi nd CAR via your regular outlets, call: 01733 468000. COMMERCIAL REPRINTS If you require multiple reprints of a feature, tel: +44 (0)20 7295 5470. PRINTING & DISTRIBUTION © CAR ISSN 0008-5987. Printed in the UK by Southernprint Ltd. Distributed by Frontline Ltd, Park House, 117 Park Road, Peterborough PE1 2TR tel: 01733 555161. International distribution by Seymour International Ltd, 86 Newman Street, London W1T 3EX tel: +44 (0)20 7396 8000. Published by BAUER CONSUMER MEDIA LTD Media House, Lynchwood, Peterborough Business Park, PE2 6EA tel: 01733 468000 © All material published remains the copyright of Bauer Automotive Ltd. No part of this magazine may be reproduced in whole or in part without the written permission of the publishers. CAR cannot accept responsibility for unsolicited manuscripts, photographs or other material. CAR is published 12 times a year. THIS ISSUE ON SALE: 21 MAY 2014. NEXT ISSUE ON SALE: 18 JUNE 2014

The gearknob never diesImagine my surprise on hearing that BMW’s parts department off ers 10% off if your car is a 24-year-old 318iS? Imagine my further surprise at the fact that I can replace my tatty leather gear knob with a perfect new one for little over £50. Do they still make these bits after 24 years? It’s more interesting than that – the new M3 (CAR, May) has exactly the same gear lever! In this day and age who would have thought that?STEVE RUTHERFORD

F1: racing vs relevanceJust two Grand Prix into the 2014 season and it feels almost like heresy to voice any complaint whatsoever about the whispering nature of the new ‘power units’ and the complex new regulations. Vettel’s dig at the ‘s**t-sounding engines’ was instantly rounded upon by Jenson Button and Jean Todt, and even Bernie’s back pedalling: ‘They sound better than I thought.’

‘Relevance’ instantly became the buzz word for all of those with a vested interest in the success of F1. The BBC went into hyperdrive, assuring us that these new hybrid engines are ‘relevant’ to our motoring future, in a way that the old V8s could never be.

What hasn’t changed in F1, however, is the fact that it’s still the fi rst rear-wheel-drive, open-wheeled, single-seated car past the chequered fl ag that wins, regardless of how wisely the victorious driver may have ‘coasted’ down the straights in fuel-save mode.

The sport remains all about speed, yet on the roads speed has become synonymous with dying. Trying to pin the ‘relevance’ tail on the speed-orientated F1 donkey plain sucks. If our intelligence is not to be insulted, and F1 is indeed to become truly relevant, speed has no future in the sport. The F1 car of the future has no right to be a fossil-fuel-burning single-seater at all. More pertinent perhaps might be multiple-occupancy hydrogen fuel-cell cars, and speed awareness courses for drivers amassing too many points.

A fantasy world? Take them at their word. The car industry is currently obsessed with a technology that the F1 superstars won’t like: driverless cars, and

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EDITORIAL

EDITOR Phil McNamara

MANAGING EDITOR Greg Fountain

ROAD TEST EDITORBen Pulman

ASSOCIATE EDITORDamion Smy

ART EDITOR Matthew Tarrant

STAFF WRITEROllie Kew

EDITORS-AT-LARGE Chris Chilton, Mark Walton, Ben Barry

EXECUTIVE EDITOR Gavin Green

EUROPEAN EDITOR Georg Kacher

CONTRIBUTING EDITORS Ben Oliver, Ben Whitworth, Anthony ffrench-Constant

F1 CORRESPONDENT Tom Clarkson

HEAD OF PUBLISHING Stephen Worthy

OFFICE MANAGER Leise Enright

PRODUCTION CONTROLLERHollie Swift

ADVERTISING

BRAND DIRECTOR George Mardle

ACCOUNT MANAGER Lucy Sango

SALES EXECUTIVES Heather Ikwuemesi, Ashley Leat

MOTOR-RELATED/AFTERMARKETClaire Meade-Gore

REGIONAL SALES Graham Roby

US ADVERTISING Kate Buckley +845 266 4980

PUBLISHING

DIGITAL COMMERCIAL DIRECTORJim Burton

MARKETING MANAGER Rachael Beesley

HEAD OF DIRECT MARKETINGLaura Holdup

MANAGING DIRECTOR Niall Clarkson

GROUP MD Rob Munro-Hall

If you or someone you know are aged between 16 and 24 and are interested in work experience opportunities at Bauer

Media go to gothinkbig.co.uk

we are assured they are coming our way soon. So, either we all want to see your own Georg Kacher being wafted to victory in an autonomously driven F1 microcar – all 200mpg, mood lighting, selfi es, no drifting – or we drop this pretence, and get the V10 party started.DOMINIC GRAHAM

The town that movedYour Insider article on new Maserati and Alfa Romeo models (CAR, May)mentions that the platform will be built in Brampton in the US. When I lived in this particular Brampton some 20 years ago (home to a major Chrysler plant), it was a town about 40km north-west of Toronto, in the Province of Ontario, Canada. Do the people there realise their town has been transplanted into the US? Hope the move went well. JOHN FREWEN-LORD

At home with the CallumsYour article on superstar car-designing brothers Ian and Moray Callum (CAR, May) was pure CAR magazine. And between every line you could imagine the rivalries, the tensions and the family politics that must have underpinned their entire lives. Fascinating stuff . REX HAWKINS

SUBSCRIBE to car on page 74, call 0844 848 8872 or visit www.greatmagazines.co.uk/car

CHICKENFEED: Seriously. Was Pininfarina unavailable to further fl esh out the Gran Lusso? Because the inhouse job seems to have been botched up. This one has a face like a bunny rabbit.

CHRISWARD1978: Whatever happened to Teutonic simplicity? The overall form has good proportions but, headlights excepted, the details are overwrought.

JUNQUA: I don’t quite see BMW succeeding in a market where its Rolls affi liate has all the required credentials. Besides bluffi ng the market where is this leading really? Don’t BMW designers need to focus on re-Bangling their range before Mercedes catches up?

ONLINE TH IS MONTH @CARMAGAZ INE.CO.UK

BMW Vision Future Luxury concept fi rst offi cial pictures

BMW investment has yet to filter through to the gearknob department

Your monthSHARE THE HIGHLIGHT

OF YOUR MONTH Send a picture and 50 words to [email protected], labelled ‘Your Month’. The best entry wins a year’s subscription to CAR in print & on iPad. We’ll also publish a selection of your entries…


8

WINNER

21

5

6

9 10

1. SUPERCAR IN THE SNOW The Audi R8 V10 Plus in winter, pictured

in our driveway, in Snoqualmie Pass,

Washington, in February this year.

GARTH WARNER

2. YES, IT’S A FURRARIOverheard outside the Ecuadorian

Embassy: ‘I know Julian Assange is looking

for a quick getaway but I didn’t expect him

to order a Furrari!’

STEPHEN WILLIAMS

3. CAR HAS GREAT DEPTHTaking a break between dives in Belize to

read my favourite magazine.

STEPHEN WARNICA

4. ALFASUD MEMORIESDriving through Veurne I spotted an

Alfasud Sprint and swung round the block

for a better look. Brought back memories

of my three ’Suds and a Sprint breaker for

spares. Not seen in UK for many years.

RICHARD REDDING

5. CLASSIC PORSCHE 356Travelling around in Cuba I came across

classic American cars but was amazed to

fi nd this 356 Porsche in Havana. ‘Viva la

revolucion!’

MICHAEL ELIAS

6. COLD HARD PORSCHEDriving a Carrera 4S in the Arctic Circle

in Finland on a Porsche driving experience

does make your life feel more complete.

CHRIS WILKINSON

7. GREETINGS FROM INDIAPhoto taken outside the Vivaana Hotel

Mandawa, Rajasthan. Maybe they need a

new courtesy car?

CHRIS LLOYD

8. GOLF GTI IN ESTONIAThe memorial in Tallinn is dedicated to the

brave: balloonist and parachutist Charles

Leroux, who died on his 239th jump in

Tallinn Bay in 1889 and Michael Park, a

late co-driver of WRC-pilot Markko Märtin.

Honourable company for my Golf GTI.

ENDRIK RANDOJA

9. LADY PENELOPE IN HONG KONGSpotted this cool pink princess. Like to

share some of the crazy stuff we see here

in Hong Kong!

CHRISTOPHE HOCHART

10. THREE DAYS WITH THE i8Getting to drive the i8 for three days has

certainly made my month. Cruising silently

through town you feel like a superstar with

hundreds of pictures being taken. Now

would they notice if I don’t take it back?

RAINER WARGITSCH

4

7

3

FROM

SUB-£10K

PLUS EPIC RESTORATION OF A FERRARI DINO

LIFE CYCLE OF A AUSTIN-HEALEY 100/4

A DREAM DRIVE OF A MORGAN PLUS 8

J U LY I S S U E O N S A L E J U N E 2 5

PERFORMANCE HEROES

0-60MPH LEGENDS TESTED: Aston Vantage vs Countach, Esprit Turbo, Testarossa and Porsche 928

fe

br

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2

01

4 £

4.

50

John bolster’s Mini 850 reliving the wheeltracks of the legendary

0-60mph heroes tested: Aston Vantage vs Countach, Esprit Turbo, Testarossa and Porsche 928

6 secondsgone infrom

sub-£10k

p l u s

quentin willson

His top 4 cars to buy this month

from Mini to

Dino 246 jigsawRebuilt from several boxes of bits

Alfetta GT…Buy a fast, they’re hot-

Morgan tamed We put a reader in his dream

Alpine A310/4 Drives like an A110, priced like an A310

Life cycle of a porsche 911

tom KarenReveals six cars that shaped his life

T H E O R I G I N A L T H O R O U G H B R E D S I N C E 1 9 7 3


WORDS: Ben Pulman, Ben Barry, Ollie Kew, Ben Whitworth and Anthony ffrench-Constant I PHOTOGRAPHY: John Wycherley

CAR BUYSGREAT USED

2014’s

The used market is full of great bargains that look identical to brand new. No one will know you’ve saved thousands! And these are our favourites…

only £10k!

save £21k!

JUst £11k!

save £20k!


C O V E R S T O R Y

the great used car buys of 2014

LOOK BRAND NEW, don’t they? Yet they’re not. Instead each of the cars you see before you appear identical to the models you’ll fi nd on a dealer’s forecourt, but cost half as much – and often even less.

This is the sweet spot in the market: the original owners have taken the steepest hit of depreciation, but the vehicles still look factory fresh and aren’t so old to be a nightmare to run.

Take that ’09-plate nissan GT-R. In 2009 it was nearly £60k, but today its 911 Turbo-worrying performance is yours for £35k. And even less cash will land you an Aston V8 Vantage – that’s £50k less than a dealer will ask for a new one.

It’s not just fodder for supercar dreams either. elegant saloons like the Mercedes CLS and jaguar XF are now half-price, while for little more than fi ve fi gures you could have an Audi TT Roadster or BMW Z4 on your driveway ready for summer. And that’s before we get to great value hot hatches like the Megane RS and Alfa Romeo’s Giulietta Cloverleaf, the bargain that is the BMW M3, or the lovely Lotus elise our staff writer has stumped up his own earnings on.

We’ve sifted the market and come up with our favourites – the great used bargains of 2014. So turn the page, fi nd your dream car on the cheap, then stick a private plate on it so no one will be any the wiser either. Happy hunting!

50% oFF!

now £12k!

save £26k!

save £50k! now

£18k!


MERCEDES CLS 2010-PresentWhy it’s here Could you live with yourself if you bought a new Mondeo instead?

MeRCeDeS MaRKetInG tYPeS rewrote a little history when the fi rst-generation CLS was launched in 2004, proclaiming the coming of a new niche: the four-door coupe. Airbrushed out were SoCal’s chop-shop creations of the ’50s, and Rover’s P5B Coupe from 1963, but Merc was onto something and keen fashionistas happily shelled out a £15k premium to have an ageing E-class remodelled into an impractical banana. It did wonders for the company’s confi dence too – a long line of staid product from Stuttgart was suddenly interrupted with (whisper it) something sexy…

CLS Mk2 followed in 2010, and that’s the lovely saloon (sorry, four-door

coupe) you see before you. It’s better than its predecessor in every regard, and although we’re not pretending it’s bargain-basement cheap – and prices will drop a little further when the mid-life facelift is revealed later this year – you can already pick up a sub-50k miler for less than half what it cost when new. And it’ll run and run.

Your choice won’t be limited to the entry level CLS250 CDI with the rough four-pot diesel either. The 350 CDIs are plentiful, having accounted for around 90% of sales, and the smooth 3.0-litre turbodiesel V6 thumps out 457lb ft from just 1600rpm. Top speed is 155mph, 0-62mph takes a smidge over six seconds, and 40mpg isn’t out of reach either.

Add to that the exquisite leather-lined interior, a chassis that’s more dynamic than its E-class brethren, those wonderful looks, and second-hand there’s no fi ner saloo… four-door coupe on the market. BP

reality

check

Equivalent-mileage Merc E-classes are £6-8k cheaper

Specification

3.0 V6 tDi, 265bhp, 457lb

ft, 7-spd auto, rear-wheel drive, 6.2sec 0-62mph, 155mph, 47mpg

price then£49,998

price noW

£24k

BUYER’S CHECKLIST

You might love the coupe-esque pillarless doors of the CLS, but they have an Achilles’ heel according to Mark Watson, owner of Mercedes specialists M-Star in Manchester. The window regulators can fail, causing the glass to creep down, and a replacement will set you back around £200

There are few other faults to worry about, but the V6 diesel can suffer clogged particulate fi lters if the car has only been used at low speeds or fed the wrong oil, and a random electrical fault can befall the turbo (though remanufacturing

can save you needing a £1000+ replacement)

ONE WE FOUND2011, CLS350 CDI Sport, silver, grey leather, sat-nav, climate control, Harmon Kardon stereo, electric heated seats, front and rear parking sensors, 19in AMG wheels, FMSH, 45,207 miles, £24,995

OR TRY THIS

audi a7

A CLS clone through-and-through, but mega-mileage A7s are yours for under £20k, and another fi ve grand will net a tidy 3.0 TDI.

the smooth tUrbodiesel v6 thUmPs oUt 457lb Ft From JUst 1600rPm

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C O V E R S T O R Y


JAGUAR XF (FaCeliFt) 2011-PresentWhy it’s here Elegant and engaging alternative to ze Germans

the IMPoRtanCe oF the XF to Jaguar’s welcome and ever burgeoning renaissance cannot be emphasised strongly enough. Nobody much warmed to the retro styling of the dazed and confused S-type, and the Ford Mondeo-based X-type simply rose without trace.

The X-type, remember, was the car with which Jaguar was going to conquer America... I drove the fi rst one ashore from coast to coast across the States and no one even noticed. On arrival at a cod red-carpet function for the poor thing in Los Angeles – at which they wheeled out a shoal of Hollywood luminaries such as Catherine Zeta-Jones (whose pout arrived a few minutes ahead of her by separate limo) – I opined they wouldn’t sell any. They smiled and patted me on the head. I’ve kept that pat as a souvenir ever since.

Penned by Ian Callum and rife with subtle styling cues reminiscent of the glorious XJ6, the 2008 XF was

everything the X-type was not; elegant, substantial, and boasting an intriguingly detailed interior which artfully walked that fi ne line between ancient and modern. Boasting more wood that any Jag since the Mk2, it introduced automatically rotating air vents, the circular gear-selector knob and super-cool, phosphor-blue instrument backlighting.

Early cars offered a choice of V6 diesel, and V6 and V8 petrol engines to add Pace aplenty to the marque’s rediscovered Grace and Space. Best of all, abetted by fabulous steering, the XF proved itself a properly engaging drive underpinned with a seriously cosseting ride quality.

All that was lacking was a more frugal diesel to attract a broader customer base, and that arrived – along with front and rear styling changes based on the original C-XF concept – with the 2011 facelift in the form of a four-cylinder unit. Job done.

Still want that BMW 5-series? AFC

Spec Secret

Cloth upholstery not an option; even entry level models have full leather

Specification

2.2 4-cyl tDi, 187bhp, 332lb

ft, 8-spd auto, rear-wheel drive, 8.5 sec 0-62mph, 140mph, 52mpg

price then£33,995

price noW

£20k

BUYER’S CHECKLIST

Early cars had little niggles, but post-facelift they’re not known for any specifi c issues, and have proved to be reliable

You can fi nd XFs for under ten grand, and there’s a wide range of choice between there and £20k. Facelift models (identical to new cars you’ll fi nd in Jag dealers) are now dropping below £20k too, and there will be more come September when these cars are over three years old. That should drive prices down further

The 2.2s are all automatics, so the cost of clutch

replacement doesn’t come into it. Standard servicing costs vary between £299 and £399 depending on whether it’s a minor or major service

ONE WE FOUND2012, 2.2 Luxury, black, charcoal leather, bi-xenon headlights, Bluetooth, cruise control, climate control, 33,843 miles, £20,625

OR TRY THIS

Jaguar XJ

Infuriating sat-nav system aside, there’s much to love about the XF’s big brother. Not least there’s a good few around for under £25k.

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A D V E N T U R E

Caterham in Japan

WHEN THE FOURTH-GEN M3 arrived in 2007, it marked a 21-year transition from 2.0-litre 197bhp four-pot fi recracker to 4.0-litre 414bhp V8 monster. Few automotive icons have undergone such a dramatic transformation while maintaining their cachet and desirability.

Tumescent bonnet aside, its looks may be on the wrong side of subtle, but the M3 is all about its eight-cylinder powerplant that revs to a banshee 8400rpm and delivers scalpel-sharp throttle responses. Mix in an incredibly tail-happy chassis, unfl appable brakes (not often you can say that about a BMW M-car) and an electronic set-up that lets you adjust nearly every dynamic parameter, and you have a car that can be tailored for every road. It will do comfy mile-muncher as effectively as it does tyre-smoking 911 killer. The UK’s love of the M3 means there are plenty to choose from, with prices starting at new 1-series hatchback money. Join the queue… BW

SPECIFICATION

4.0 V8, 414bhp, 295lb ft, 6-spd manual or 7-spd dual-clutch, rear-wheel drive, 4.8sec 0-62mph, 155mph, 23mpg

NISSAN 370Z 2009-PRESENT

WHY IT’S HERE Massive fun for meagre money

BMW M3 (E92) 2007-2014

WHY IT’S HERE The last of BMW’s naturally aspirated M3 models – and our favouriteTAKE ONE 350Z, slice 100mm out of the wheelbase,

add lashings of aluminium so it weighs no more than its predecessor, tidy up the looks and add 200cc in the engine room. The results? Pleasingly pugnacious from any perspective.

A 3.7-litre V6 lobs 331bhp and 269lb ft at the limited slip-equipped rear axle via a six-speed manual, and meaty, communicative steering, a hefty, precise gearchange, Rev Synchro Control to blip the throttle on downchanges and make a heel-and-toe hero out of anyone, and a suitably intoxicating soundtrack make for seriously good fun. And its reputation for tail-happiness is undeserved.

Not a radical overhaul of the 350Z, but a sympathetic update that resulted in a better-looking, better-built car that’s better to drive. The 370Z was terrifi c value for money brand new, these days a good used specimen is simply a steal. AFC

PRICE THEN

£38,080PRICE NOW

£17k

PRICE THEN

£30,195PRICE NOW

£15k

SPECIFICATION

3.7 V6, 331bhp, 269lb ft, 6-spd manual, rear-wheel

drive, 5.4 sec 0-60mph, 155mph, 28mpg


AUDI Q5 2008-PRESENTWHY IT’S HERE Agile SUV with all-round appeal

EVEN PEOPLE WHO dislike SUVs fi nd it hard to dislike Audi’s Q5. Lacking the offensive girth of the Q7, boasting surprisingly car-like dynamics, and with a boot that’s 50 litres larger than the A4 Avant’s – with which it shares its platform – the Q5 is the smiling ambassador of SUVs.

All Q5s get Quattro all-wheel drive – the Q5 accounts for more Quattro sales than any other Audi – but there’s a choice of engines. Ignore the petrols: the 2.0-litre struggles to make an impact, the 3.2-litre is unnecessarily thirsty. You’ll probably go for the 2.0-litre TDI. It’s a safe choice with 167bhp punch and 40mpg frugality in early cars with the dual-clutch gearbox. 2008-2011 models with up to 60,000 miles are yours from £18k, which makes the £15k still asked for those

with intergalactic missions under their timing belts appear optimistic.

Don’t overlook the excellent 3.0 TDI, especially if you’re not doing huge mileages: its stronger, smoother engine doesn’t have the adverse impact on fuel economy you might expect (early cars offer 236bhp and 37mpg) and the 3.0 TDI has a higher spec including a dual-clutch gearbox as standard. Clean cars with under 100k miles start at £17k; 60,000-milers from £20-23k.

The 2012 facelift brought more power and improved fuel consumption, along with revised lights and an updated MMI infotainment system, but it will barely get the neighbours’ curtains twitching. Plus you’ll be looking at well over £30k for a 3.0 TDI.

Instead, for us, an early 3.0 TDI is the best all-rounder. BB

REALITY CHECK

A4 Avant has same wheelbase, weighs around 230kg less!

SPECIFICATION

3.0 V6 TDI, 236bhp, 369lb ft, 7-spd dual-clutch, four-wheel drive, 6.3sec 0-62mph, 140mph, 37mpg

PRICE THEN

£50,625PRICE NOW

£18k

BUYER’S CHECKLIST

Q5s are on the long-life service schedule, with an oil change in between. Bank on every 20k miles or two years for the long-life service

Fontain Audi

charge £190 for

an oil change,

£330 for a basic

long-life service

and £450 for a

major long-life

service. A car

that’s just had

a major service

is worth a small

premium

Gearbox oil should be changed every 38k miles in

cars with the dual-clutch gearbox. It’s £180 at Fontain

The Q5 is

agile, but it’s also

quite heavy and

Quattro puts

power through all

four wheels, so

check tyre wear

Make sure the electrics work: check the MMI system, cruise control, electric seats and Bluetooth

ONE WE FOUND2009, 3.0 TDI SE, silver, leather, full service history, CD player, 58,000 miles, £19,950

C O V E R S T O R Y

The great used car buys of 2014T

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the all-wheel-drive system is more rear-biased than kim kardashian

PeoPle who haven’t driven one liken it to a thumb-twiddling PlayStation simulation; chief engineer Kazutoshi Mizuno pitched it as a high-performance machine that was luxurious and comfortable and easy to handle in winter.

Neither rings particularly true once you’re behind the wheel: the R35-generation Nissan GT-R is flooded with mechanical integrity, with clunks and shunts and road noise, meaty steering, firm suspension, a spaceship soundtrack and a vicious turn of speed. It might send power to all four wheels, but the GT-R’s ATTESA all-wheel-drive system is more rear-biased than Kim Kardashian and the spikes of turbo boost can spit the GT-R into

oversteer, especially on track.The GT-R has charisma and driver

appeal by the bucket-load, as well as performance to scare a European supercar off the road – or a 911 Turbo off the Nürburgring…

Today, a new GT-R costs £78k, and while the mid-£30k you’ll pay for a good 2009-2010 model is still strong, it’s a lot of value given the crushing capability on offer.

There was a five-year gap between the last of the R34 Skyline GT-Rs and the first Japanese R35 GT-Rs when they launched in 2007, but really the R35 started with a blank piece of paper. The Skyline badge disappeared because, for the first time, the GT-R was a standalone model based on its own platform; a

reality check

Try not to lose your driving licence within the first week of ownership

Specification

3.8 twin-turbo V6, 473bhp, 432lb ft, 6-spd dual-clutch, four-wheel drive, 3.6sec 0-62mph, 193mph, 22mpg

hand-built 3.8-litre twin-turbo V6 replaced the old 2.6-litre twin-turbo straight-six; and a transaxle gearbox and adjustable suspension debuted.

Ever since, the GT-R has undergone a continual process of evolution, putting a gulf between the first and the latest cars that’s rarely experienced in one car’s lifespan.

Nissan UK stamped firmly on grey imports when UK cars first arrived in 2009 with an unexpectedly low £55k list price (£60-£65k was mooted), UK-tuned suspension, English lessons for the sat-nav and a 5bhp bonus.

The biggest step came in 2011; daytime-running lights on the front bumper are the key giveaway. But this wasn’t a mild tickle: power

NISSAN GT-R (R35) 2009-PresentWhy it’s here Godzilla’s a Ferrari killa


C O V E R S T O R Y

the great used car buys of 2014 price then

£54,900price noW

£35k

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jumped from 478bhp to 523bhp, giving a harder hit in the mid-range and an increased willingness to rev to the limiter. Economy also improved thanks to larger inlet tracts and a revised ECU and exhaust, plus there were bigger brakes, a stiffer front end and re-worked suspension too, which made the GT-R more compliant.

With a terrible exchange rate, the extra spec and the taxman bringing in 20% VAT, GT-R prices jumped from a maximum of £61k to a minimum of £70k. At least it had the effect of stabilising values for existing cars.

If you can, try to get one of the 2011 cars or, for the ultimate used GT-R, the 2012 model with 542bhp. Either way, there’s nothing quite as visceral as a GT-R on boost. BB

BUYER’S CHECKLIST

2009 and 2010 cars suffer from excessive play from the bell-housing – it and the gearbox can both fail. Most were changed under warranty, but low-mileage examples might have slipped through the net

Early cars also had gearbox solenoid problems. There are no telltale clues, the solenoid will simply stop working.

Nissan replaced gearboxes under warranty. Check!

Engines are robust: specialists Middlehurst Garage have sold 600 GT-Rs since 2009 and replaced only one engine, the result of a freak failure

Few grey-import GT-Rs live in the UK, and most date from 2007 (ie before UK cars offi cially arrived) and are usually advertised for under £30k. That’s

a £5k saving over offi cial cars, but there is no way to switch the infotainment system to English

Controversy surrounds the GT-R’s launch control, mostly stemming from US owners fi tting stickier tyres and launching them at drag strips, causing the gearbox to explode. Has your car lived at Santa Pod? You’ll need an honest seller or Nissan diagnostics to check

ONE WE FOUND2010, Premium Edition, silver, leather and alcantara interior, 36,000 miles, Cobra Tracker, £37,990

OR TRY THIS...

POrsChe 911

tUrBO

Not heart-in-mouth exciting like a GT-R, but more exotic, more refi ned and with a nicer interior. £38k upwards.


C O V E R S T O R Y


aUDI’S FIRSt tt looked superb – its brilliant cohesion of geometric curves and crisp lines brought concept-car design off the motorshow plinth and onto the public road.

Alas it wasn’t so stellar behind the wheel, but the second-generation TT that arrived in 2006 could have been mistaken for an original that had undergone a mild mid-life refresh – and from a driver’s point of view Audi transformed the TT from fl at to effervescent.

An aluminium spaceframe chassis bonded and riveted to a steel rear section slashed weight, and an aluminium-intensive MacPherson strut front and advanced new four-link rear suspension enhanced dynamism, so the chassis was far stiffer than before and as a result, the steering offered greater response and feedback. The TT went from class dunce to straight-A student. It felt sharp and alert, keen to engage and work with you.

Out of the coupe and soft-top, it’s the two-seater Roadster that scratches our itch. Yes, you loose two seats and a lot of luggage space, but with its fully automatic roof, shudder-free structure, superb cabin and sophisticated lines – and summer on the way – it’s an

we Know what you’re thinking. ‘This Z4? Really? Not the fi rst-generation Chris Bangle special with the long bonnet and stubby arse?’

No, but let us explain. When it arrived in 2003, the original Z4 did a fi ne job of banishing the squidgy Z3 from our memories – and yet the Munich pendulum swung too far in the other direction, as it was almost comically aggressive. Throw in nothing-special build quality, a claustrophobic cabin beset with rattles, and you see our point.

Which is why its successor, the Z4 that arrived in 2009, gets our vote. Agreed, it’s a little bigger and heavier than before, but it’s also much more of an appealing ownership proposition. Tipping its hat to the gorgeous BMW 507 from the ’50s, the Mk2 Z4 looks and feels far more sophisticated. Its beautifully fi nished cabin is extravagantly proportioned compared to its predecessor, there’s a bigger boot and real year-round versatility (not to mention greater

Spec Secret

Roof can be lowered and raised at up to 19mph

Specification

2.0 turbo 4-cyl, 208bhp, 258lb

ft, 6-spd manual, front-wheel drive, 6.3sec 0-62mph, 150mph, 42mpg

price then£28,645

price noW

£15k

price then£28,225

price noW

£10k

AUDI TT ROADSTER 2006-2014Why it’s here Second cars don’t get better than this

BMW Z4 2009-PresentWhy it’s here Rear-wheel drive roadster now the price of a new Mini

undeniably appealing package. It’s fun to drive, a great ownership proposition, plus they’re highly affordable and there are plenty to choose from. BW

BUYER’S CHECKLIST

Alex Green at Audi specialists Fontain believes the sweet spot in the range is the front-drive 208bhp 2.0-litre TFSI with six-speed manual transmission

There are plenty to choose from, so look for well-optioned models on good wheels. Alternatively, go in very low on no-frills models for a summer bargain

Optional Magnetic Ride adaptive dampers are a must-have. ‘Don’t look at

models without it,’ believes Green

Avoid diesels and V6s says Green. ‘The diesel works in the Coupe, but is very niche in the Roadster. The V6 sounds great, but they need regular servicing, they drink, and they have S-tronic issues.’

ONE WE FOUND2007, 2.0 TFSI Roadster, blue, heated electric ‘baseball stitch’ leather seats, xenons, FSH, nine months’ MOT, six months’ tax, 52,000 miles, £10,950

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reality check

If you care more about driving dynamics, fl ick back to p64 and take a look at that M3

Specification

2.5 straight-six, 201bhp, 184lb

ft, 6-spd manual, rear-wheel drive, 6.6sec 0-62mph, 151mph, 33mpg

LOTUS ELISE S2 2001-Present

Why it’s here Supercar looks, benchmark handling – so good we bought one…

the elISe S2 is the sweet spot of used Lotuses. Less cutesy than Julian Thompson’s original S1 Elise, but costing just £11k now, it ushered in tweaks including a lower sill for (slightly) easier ingress, a 2bhp boost for the Rover K-series engine, a short-ratio Lotus gearbox, bigger wheels, revised damping, and bespoke heater controls (as the original’s were out of a Peugeot 306). Anoraks moan it’s more understeery than the S1 – in reality it’s more stable, more exploitable, more on-your-side.

Speaking of more, you’ll pay extra for post-2004 cars: then the S2 switched to more reliable (but less revvy) Toyota 1.8 engines. Either way, any S2 Elise is a delightful miniature supercar. And that’s not blue-sky journalism either – you’re looking at my 2002 S2 Elise here.

Watch for corrosion around the engine’s steel subframe (everything else is aluminium or fi breglass), leaky roofs and dreaded head-gasket failure on K-series cars. OKsecurity) from the folding metal roof.

Better yet, until a 2.0 turbo lobbed up in late 2011, all the engines were lovely straight-six petrols. The twin-turbo 35i has all the punch you need, but the naturally aspirated 255bhp 3.0-litre 30i and 201bhp 2.5-litre 23i still howl like proper BMW sixes. You need £20k for a 35i, but from £15k the 23i and 30i are plentiful.

Polished and plush – this is a great roadster to be used year round. BW

price then£22,995

price noW

£11k

reality check Electrics are rubbish - Ollie’s Elise has conked out three times. In two months…

Specification 1.8 4-cyl, 120bhp, 118lb ft, 5-spd manual, rWD, 5.6sec 0-62mph, 126mph, 38mpg

one We foUnD 2001, maroon, K-series engine, just resprayed, sports exhaust, 42,500

miles, £11,650

this isn’t blUe-sky JoUrnalism –

yoU’re lookinG at my s2 elise

BUYER’S CHECKLIST

The twin-turbo 3.0 engine can be prone to backfi ring, caused by the high pressures the coils and injectors have to endure from the direct-injection fuel system. Take an extended test drive on familiar roads to test the engine at all speeds to ensure it doesn’t miss a beat

A lot of drivers wait (presumably with gritted teeth) until the run-fl ats need replacing and then change them for standard tyres (and a puncture

repair kit) for a massive boost in ride comfort. Important if you do big miles

The folding roof is pretty solid in terms of reliability, but check for dampness in the bottom of the boot which could affect the roof’s electro-hydraulics – it could be caused by water ingress around the rear light units

ONE WE FOUND2010, 23i SE, black, grey leather, 17in alloys, Bluetooth, CD player, voice activation, 34,101 miles, £16,343

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C O V E R S T O R Y


ALFA ROMEO GIULIETTA CLOVERLEAF 2010–PresentWhy it’s here It’s an Alfa Romeo hot hatch, but it’s cheaper than a new VW Polo

want a MoDeRn Alfa that’s a bargain to boot? There are plenty, but you won’t fi nd a recent rear-drive roadster or a BMW 3-series-rivalling sports saloon in the classifi eds, as Anonima Lombarda Fabbrica Automobili has sold nothing but hatchbacks for the past few years. Yet don’t be disparaged, as the peach we’re proposing is the Italian equivalent of the Golf GTI: the Giulietta Cloverleaf.

Launched in 2010, Alfa’s centenary year, the hot version of the gorgeous Giulietta hatch packed everything it needed to take on that iconic Volkswagen. The trademark chromed snout, plus hidden rear door handles and pert behind meant it had a sharp set of clothes to blitz the common-or-garden Golf; inside Alfa fi nally got its act together with a stylish cabin that wasn’t atrocious to use; and the oily bits included an ESP-based diff and a rorty turbocharged engine.

The capacity of the little 1.75-litre

motor might not help you win a round of Top Trumps, but its 232bhp still outpunches today’s Performance Pack-equipped Golf GTI – and Alfa used it as the basis for the 4C supercar’s engine. Deep down the chassis is related to various Fiats and Lancias, but other Fiat Group sharing did see the Giulietta equipped with the poor man’s version of Ferrari’s manettino dial – the DNA switch lets you swap between All-Weather, Natural, and a sporty Dynamic mode which improves throttle response, alters the steering weight and lessens the ESP leash.

Of course, time hasn’t tinted our rose spectacles too much, and four years ago the Cloverleaf couldn’t quite cut it dynamically against the GTI. That remains the case today, but if you’re only interested in chassis dynamics then the Megane RS across the page will be your thing. However, if you want sheer beauty, an evocative badge, and one helluva tick on your bucket list, you’ll love this Alfa Romeo. BP

BUYER’S CHECKLIST

Alfa’s service schedule calls for an oil change every 18k miles, but that’s far too infrequent says Ned Kirkham, director at Alfa Romeo specialists Autolusso. Oil breakdown can contaminate the petrol, leading to turbo failure, so treat your Cloverleaf to an oil and fi lter change every year or 8-10k miles

Get new spark plugs fi tted at each service too, to keep the direct-injection engine sweet

The top bearing in the gearbox can wear with lots of short journeys and stop/start driving, so Autolusso’s solution is to fi t an oil pump to the gearbox. And they supply a proper limited-slip differential too, built by Quaife to their own spec – it’s £1000 (fully fi tted inc VAT) and will do a better job than Alfa’s faux ESP-based diff.

ONE WE FOUND2010, Alfa 8C red, sat-nav, dual-zone climate control, part-leather seats, parking sensors, 54,222 miles, £10,991

Spec Secret 2014-on Cloverleafs get 4C’s engine and dual-clutch ’box; all earlier cars have 5bhp less and manual transmission

Specification

1.75-litre turbo

4-cyl, 232bhp, 251lb ft, 6-spd manual, front-

wheel drive, 6.8sec 0-62mph, 150mph, 37mpg

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price noW

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RENAULTSPORT MEGANE 250 2009-Present

Why it’s here Average Joe will be faster in this than a 911 GT3

the UltIMate B-RoaD and trackday hatch? Easy. The Renaultsport Megane 250. Since launch in 2009, the Megane has served up an irresistible combination of sharp looks, strong value and scintillating dynamics. It’s a Porsche 911 GT3 in a hatchback body.

The Megane RS comes in standard Sport or optional Cup trim (see buyer’s checklist), with two thirds of UK buyers opting for the latter. It’s the sharper car to drive, but the Sport’s precision is still exceptional, plus it’s substantially more comfortable.

Early cars got 247bhp, but 2011’s Trophy upped that to 261bhp, a fi gure adopted by all subsequent models (now called 265, a reference to the ps fi gure). Either way, it’s a punchy if charmless engine with a fairly low rev limiter – the car’s biggest downside.

The Megane has recently been facelifted but the original car’s bold style still impresses and around £12k gets you in 2010 models with a still-fresh 30-40,000 miles. BB

Spec Secret: Cup chassis with Recaro seats highly desirable

Spec: 2.0 turbo 4-cyl, 247bhp, 251lb ft, 6-spd manual, front-wheel drive, 6.1sec 0-62mph, 156mph, 34mpg

MINI COOPER S (Mk2) 2006-2014

Why it’s here Looks the same as the current Cooper S, but a third of the price

the oRIGInal ‘new’ Mini Cooper S sprouted a bonnet scoop to feed its supercharged engine’s intercooler. The Mk2 switched to turbocharged power, but kept the unnecessary hole-in-the-hood as a fake. Just another Mini with style over substance, then?

Not a bit of it. The Mk2 Cooper S is a hoot. The 10bhp and 30lb ft power boosts aren’t the real story here: it’s that almost-square (you guessed it) go-kart like wheelbase that makes the Cooper S so agile, playful, and nimble.

Around £6k will bag you a tidy example with the desirable Chilli Pack, adding xenons, leather, and steering-wheel buttons. You’ll need just £7500 for a hotter John Cooper Works car with 208bhp, but beware its stiffer ride and clumsy bodykit. And watch out for pre-’09 cars, which suffered for BMW’s stingy decision to make air-con optional. OK

Specification 1.6 turbo 4-cyl, 173bhp, 192lb ft, 6-spd manual, front-wheel drive, 6.9sec 0-62mph, 140mph, 41mpg

price then£21,995

price noW

£12k

BUYER’S CHECKLIST

Cup package adds larger brake servo, stiffer springs (35% front, 38% rear), thicker anti-roll bar, LSD, red Brembo calipers, grooved discs and Michelin – not Dunlop – tyres. Cup models £1k cheaper at launch

Cup package subtracts dual-zone climate control, heated electric seats and allows owners to spec only the lesser of two sat-nav systems

Sport models could be specced with the Cup package and excellent Recaro seats for £1950 at launch. Recaro seats were an £850 option on

Cups. Hard to fi nd, but well worth it

Do trackdays? 18in rims are lighter, tyres cheaper

The Megane RS is strong. K-Tec has only seen broken upper gearbox mounts on cars driven hard on track

ONE WE FOUND2010, white, full leather, optional Recaro seats, Cup chassis, keyless entry and start, 7000 miles to next service, 60,000 miles, £11,395

OR TRY THIS

ford focus St

247bhp gives it power parity, but still £16k.

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price noW

£6k


C O V E R S T O R Y

The great used car buys of 2014

GIVEN ONE OF the most elegant, distinctive and unforgiving-of-aimless-tinkering grilles in the business, Aston Martin’s design DNA is particularly robust. Hence, the deliciously hand-crafted V8 Vantage has dignifi ed even the more dubious styling tweaks visited upon it since it broke cover in 2005, and remains an achingly pretty car from any angle.

Indeed, though nearly a decade old now, the surprisingly petite Vantage is still guaranteed to turn heads with all the vim of a live mouse lobbed into an owl aviary.

And even if the looks don’t grab you, the sound cannot fail. Snugged in amongst the bewildering collaboration of aluminium, steel, magnesium and unobtanium that comprises the Vantage’s light, satisfyingly rigid bodyshell, a 4.3-litre, 32-valve V8 good

for 380bhp and 302lb ft accompanied the fi rst cars to the launch pad, a 420bhp 4.7-litre taking over from 2008.

Whilst the sound of early Vanquish iterations apes Tom Jones bending over to pick up the soap in Strangeways’ shower block, the V8 Vantage steps up an octave with the most addictively cruel, fl at, spine-tingling howl; an over-amplifi ed Cruella De Ville with a lump hammer dropped on her foot.

Interestingly, driver’s ears don’t get to inhale that much of this glorious racket, even at full chat; the sounds penetrating the fi rewall being more pleasingly oleaginous thrash-metal in nature. Which is probably why you’ll fi nd so many Astons pelting through the Alps each summer; this remaining one of the fi nest windows-down-in-every-tunnel machines out there.

SPEC SECRET

Manual gearbox far superior to Sportshift sequential on early cars

SPECIFICATION

4.3 V8, 380bhp, 302lb ft, 6-spd manual, rear-wheel

drive, 5.0 sec 0-62mph, 175mph, 16mpg

That and the Vantage’s outstanding gran turismo credentials... Exquisitely tailored to sinuous A-roads, the car gathers pace with deceptive alacrity, and so long-legged is the V8 in every gear that excessive stick-stirring of the six-speed manual transmission is superfl uous, save in the interests of popping the variable exhaust’s valves open. Again and again.

Aston Martin continues to represent outstanding engineering on a limited budget and, better yet, is now about the only marque out there with no downside whatsoever. The Roadster (launched in 2007), for instance, is one of the few convertibles you can park pretty much anywhere in a UK ubiquitously fl ecked with the corrosive spittle of envy, safe in the knowledge that you won’t return to fi nd it full to the gunwales with phlegm. AFC

ASTON MARTIN V8 VANTAGE 2005-PRESENT

WHY IT’S HERE You really have to ask?

PRICE THEN

£82,800PRICE NOW

£30k

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73JUNE 2014 I ENJOY A YEAR OF CAR MAGAZINE FOR JUST £29.99. GREATMAGAZINES.CO.UK/CAR

AUDI R8 V8 2006-PRESENT

WHY IT’S HERE One-half Audi, one-half Lamborghini, all for the price of a Porsche Cayman

AGAINST ALL ODDS, Audi’s R8 – the marque’s fi rst supercar – turned out to be an absolute blinder. Once, brisk Audis were pigeonholed as very one-dimensional, but the R8 changed that. It’s synapse-snappingly good to drive. Pacey, agile and responsive, this mid-engined jaw-dropper delivers such a nuanced and immersive driving experience that it still leaves us grappling for superlatives – and traditional rivals more than a little sweaty of palm.

Our 2007 Performance Car Of The Year is beautiful looking, superbly built and effortless to drive, combining poise, polish and practicality with its performance. Even better than that, with a new model arriving next year, prices for the V8 coupe are now tantalisingly affordable. I mean, which would you rather have on your driveway, a modestly specced Cayman or a proper mid-engined supercar? Yeah, me too. BW

PRICE THEN

£76,825PRICE NOW

£40k

BUYER’S CHECKLIST

Rarity ensures very strong residuals on 2005-2007 V8s. According to used Aston specialist McGurk Performance Cars, they’ve now been holding their value for the last two years, which means you can buy one, own it for a year, and have a lot of fun for not much money

Reliability is very

good, but a bit

of money might

need to be spent

on a £30k car.

Spend £35k and

there’s a better

chance it will have

been correctly

maintained. Either

way, a full service

history is essential

You’ll fi nd more

manual Coupes than automatics available, and the Sportshift semi-auto tends to be mated to the Roadster. You have to learn to drive the Sportshift, and it’s not great in town

The bodywork is

generally good, but

all examples are

prone, to a greater

or lesser extent, to

corrosion around

the door handles

The timing covers on the front of the engine are prone to leaking on earlier cars, and will cost about £2.5k to repair. Leaking dampers are another issue, and will set you back a couple of hundred per corner

Clutches should

last for up to

40k miles, but

rock-ape-owned

examples have

required a new

clutch from as little

as 15,000 miles.

Replacements

costs £1.7-2.5k

depending on

whether a new

fl ywheel is also

needed

ONE WE FOUND2006, 4.3, manual, silver, blue leather, huge spec, full service history, 35,000 miles, £31,350

OR TRY THIS...

JAGUAR XKR

The supercharged Jag represents huge bang for the bucks. £30k fi nds a fi ve-year old car with not much on the clock.

SPEC SECRET Manual ’box is one of the sweetest we’ve ever experienced – and the optional R-tronic is awful

SPECIFICATION 4.2 V8, 414bhp, 317lb ft, 6-spd manual , 4WD, 4.6sec 0-62mph, 187mph, 21mpg

ONE WE FOUND 2007, silver, grey leather, Magnetic Ride, carbonfi bre side blades, 23,000 miles, £41,950

IT’S ONE OF THE FINEST WINDOWS-

DOWN-IN-EVERY-TUNNEL MACHINES

OUT THERE

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It means ‘ultimate’, and rarely has the word been

better justified. This is Ferrari’s Enzo successor, a hypercar so rarefied it surpasses everything

we’ve ever driven Words: Chris Chilton I PHoToGrAPHY: Greg Pajo


f i r s t t e s t

Ferrari LaFerrari

Words: xxxxxxx I PhotograPhy: xxxxxxxx

T

f i r s t t e s t

Ferrari LaFerrari

he Ludovico

technique, Dr Brodsky called it. This is aversion therapy of the engineering kind. I’m spared the

ophthalmic specula and straightjacket endured by Malcolm McDowell’s Alex in A Clockwork Orange, but the visual and mental assault is almost as intense. After this treatment, one sniff of a Haynes manual, even a set of Lego instructions, and I’m going to be revulsed.

We’re deep inside the bowels of Ferrari’s Maranello factory, seeing parts of the Ferrari machine even the


You can mash the fast pedal on the exit with

confi dence: E-diff, traction control and huge

rear tyres will sort it

uK PR man, a nine-year veteran, has never seen. We’re at the autoclaves where the F1 car’s carbon components are made. We’re at the road-car simulator, having passed by a host of secret, long-off future products lurking under silky covers. We’re in front of a screen each time, its plain white surface bombarded with graphs and charts, numbers and technical images, so many, so fast that they should have been preceded by an epilepsy warning. In place of Kubrick’s Beethoven soundtrack, a series of unfeasibly clever engineers chunter away at supercar pace in unintelligible Italian. Oh no. It’s not Italian. It’s english. LaFerrari really is that complicated… 4



The top of my head is ready to pop up like a Fisher-Price tree house when Ferrari’s tech genius, Matteo Lanzavecchia, stops. He tells us not to worry. He and his team only want us to be aware of all the hard work that’s gone on behind the scenes in the making of this car, and going on behind the scenes during the driving of it, because they don’t think we’ll even notice it otherwise.

Impossible as it sounds, the crowning achievement of the ridiculously named LaFerrari – the only car CAR’s definite-article-omitting columnist, the late Russell Bulgin, could write about without getting the mag’s sub editors in a lather – is not its ability to find a shortcut between 0 and 124mph (200kmh), which it reaches in less than 7.0sec. Or that it can lap Fiorano in 1min 20sec, a whole 5.3sec faster than its enzo predecessor. It’s that despite all of the technology enabling those feats, it feels like the purest, greatest sports car that ever was.

excitement, curiosity, pride, fear; dread, even? except for maybe being perched in the open doorway of a plane a couple of thousand feet up with a run of silk stuffed into your rucksack, it’s hard to imagine being so glad to be in one time and place, yet simultaneously wishing you were anywhere else. Strapped into an idling LaFerrari in the pit-box at Fiorano, an empty track waiting to receive you, the melting pot of emotions bubbles like a witch’s chip pan. Trips to Ferrari come round reasonably regularly in this game. The lustre never dims, but the intimidation recedes as familiarity with the cars, the Ferrari people and track grows.

But this is different. Different because Ferrari only builds its limited run cars every 10 years or so. F40 in the 1980s, F50 in the ’90s, enzo for the noughties. And now, LaFerrari. Different, because this is the first Ferrari to use hybrid technology. Different, because this Ferrari makes

950bhp, a stupendous 300bhp – an entire Ferrari 348’s worth – more than its enzo predecessor, not a car that could ever be called out for lacking go. I don’t want to be that man, the one who dumps LaFerrari in the gravel.

Cost implications aside, it would be a shame to damage a nose as pretty as this. Modern Ferraris are seldom beautiful. The 458 was the first exception in 20 years, but this comes close. At the front, there are shades of 288 GTO in the horizontal slats, of Phil Hill’s Championship-winning Dino F1 racer in the vertical spar. Ferrari’s Frank Ciamatti tells us that engineering decides the hard points and aerodynamics, and only then does styling come into the equation.

That bubble canopy and those raised wings remind of Group C racers, from whichever side of the screen you find yourself. The cabin is snug, but surprisingly easy to access, because the sill is low and narrow, a corollary of having a proper hand-laid carbon cell made like an F1 chassis, rather than a cheaper, heavier, bulkier RTM tub. Tug the door shut (not possible if you’ve chosen a harness instead of a regular belt and have strapped yourself in) and much of the architecture would look familiar to anyone who’s seen the inside of a 458 or F12. Turbine-look air vents bulge from the dash like power-station cooling towers viewed from the sky, and the decidedly square steering wheel ahead houses the 4

f i r s t t e s t

Ferrari LaFerrari

With 789bhp this magnificent V12 has more poke than the Porsche 918’s entire hybrid powertrain. Revs to a frantic 9250rpm too!

You know you’re on Serious Street when the gearshift paddles are as tall as the driver


Its crowning achievement is

that, despite all the technology, it

feels like the purest, greatest

sports car that ever was

SPoiLeR

Rear spoiler and diffuser mechanically

linked and operated by a single actuator. Car

generates 130:230kg front/rear downforce

motoR

electric motor acts directly on the

rear axle. Battery pack encased in carbonfibre, located on floor behind

passenger cell, separated by glass from

driver

BatteRY

Charges through brake

regeneration or by funnelling excess power from

the V12 through a second motor that

acts like a giant alternator

ChaSSiS

made from hand-laid pre-preg

carbonfibre rather than resin-injected Rtm like a

mcLaren P1’s or 918’s. tub 20% lighter and

25% stiffer than enzo’s

inteRioR

interior quite cramped, but doors

that cut into the low sill make getting in and out easy.

impossible to reach door pull with the optional

race harnesses buckled up

BootSPaCe

only luggage space is a small briefcase-

sized cubby located in the nose, useful for a spare

pair of pants. Do forget your toothbrush

aeRo

three electronic aero flaps in the nose

are used to maintain aero balance when rear spoiler

and diffuser move, rather than create

downforce

keRS

Ferrari claims it can recover 98% of

energy under braking, compared to 2% for a normal

hybrid, and can uniquely recover energy

under aBS conditions


a d v e n t u r e

Caterham in Japan

usual manettino dial, plus switches for indicators, lights and wipers.

Through the upper spokes lies what initially appears to be Ferrari’s usual dial pack consisting of a traditional analogue and secondary TFT displays. But this time the whole lot is TFT, and can be confi gured to show engine speed on a conventional circular gauge, or on a horizontal scale that looks like an Astra GTe-owner’s wet dream.

Don’t bother looking for the seat controls; there aren’t any. They reasoned that they could reduce the overall height (and weight) of the car while still making room for helmetted-heads by fi xing the seat to the fl oor, so you get comfy by tugging at the wheel, and sliding the pedal box fore and aft by pulling the release lever on the fl oor next to the centre console.

Time to go. One last wipe of the palms and we’re out of the pit-box, into the searing light of a cloudless emilia Romagna sky. It’s hard to pinpoint your fi rst impression in a case like this. It’s like sitting centre-stage in the press conference after a GP win while every journalist in the world asks you their questions at the same time. But in the mayhem you notice the engine. You register the smoothness, specifi cally the noise. You almost expect the harshness of Ferrari’s V8, whose fl at-plane crank layout is eff ectively a pair

of four-pots and sounds that way. This is so much more soulful, though. And still it revs. All the way up to 9250rpm, a crazy speed for a V12.

And then there’s the power. Maybe you’ve been in quick cars. An M3, maybe a Gallardo. nothing prepares you for the kick in the back provided by a 1400kg car packing as good as 1000bhp. Or a throttle response that’s like BT Infi nity broadband to even a 458’s dial-up, because the petrol engine is preloaded against the electric motor, meaning it’s ready to explode down the straight the moment you go near the throttle.

The Ferrari’s petrol engine alone has 789bhp, which is more poke than the petrol-electric co-op in the Porsche 918, and the Italian still has another 160bhp of electric motor to throw into the mix. And it’s always in the mix, because there’s no eV mode, and no gimmicky push-to-pass boost button. I think Ferrari has got this spot-on. Future Ferraris almost certainly will be able to

run on electric power alone, but who wants to shell out £1m on a car like this, that sounds like this, then not hear the thing sing?

And who, apart from six-year old kids, wants to have to press another button to access the whole performance spectrum? Isn’t that why God invented the accelerator? Here, you get total command of every one of those 950 ponies, and the staggering thing is that the rear tyres alone can deal with them all. There’s no pussyfooting required, you can climb all over the right pedal on the exit of a corner, and the combination of the e-diff , the traction control and colossal 345mm rear boots will sort it out.

But let’s deal with the entry to that bend fi rst. The brakes are epic – carbon, naturally – but backed by a deployable rear wing and energy recuperation on the back wheels. The steering is even better. Astonishingly high-geared, as on all Ferraris, perfectly weighted to feel just the light side of meaty, and loaded with connectivity, it launches the nose into the apex almost before your wrists have read the message from your brain. Roll you can forget, along with understeer.

Through the fi rst right-left combo, LaFerrari feels so planted. Can this be right? Can it be this easy? Against all odds, this thing’s as simple to drive as a 458. A 458 with the small matter of 4

f i r s t t e s t

Ferrari LaFerrari

It feels so planted. Can it be this easy? Against all odds it’s as simple as a 458

incredible traction, vast power spread, better-than-instant throttle response. it’s big, but scoffs twisty roads for brekkie

iPadV I D E O

WatCh ouR aCtion-PaCkeD LaFeRRaRi ViDeo on the CaR magazine app. Download it now at the apple newsstand!


RiDe

Bumpy road button

proves that Ferrari is serious about this being a proper road car. Ride is incredibly supple, which

is great for comfort and tractionSeat

Seat is fi xed to fl oor to

reduce weight and height. Wheel and pedal

box slide in and out to suit each driver. Cool door

mirrors create terrible

blindspots

CLoCkS

tFt display can be confi gured to

show round or strip rev counter. Circular light cluster

shows if hybrid engine is charging, boosting

or priming the engine

Brake discs big enough to please alan Partridge at an all-you-can eat buffet

Yeah, you’re probably going to need the manual for this one

a d v e n t u r e

Caterham in Japan f i r s t t e s t

Ferrari LaFerrari

an extra 420bhp, but a 458 all the same. Before long, I’m exploring every bit of the travel on both pedals, keeping the power on as we hit the first crest up to the bridge, feeling the car go light but never wavering from its course. Keeping the power on through the kink in the start-finish straight, before standing on those mighty brakes this lap. And the next lap. And the one after that. But the one after that, I’m pumping the pedal, the ABS is rumbling away and I’m heading for a rendezvous with the gravel. no point in fighting it. Better to straighten the wheel and ease off the brakes to minimise the calamity. I am that man in the sand, and redder than the car.

The car, it transpires, several minutes later, is fine. My pride and, evidently, my ability to judge a braking distance, most definitely is not. now it makes sense. Ten minutes earlier, I’d been in the passenger seat while Ferrari’s test driver Rafaela di Simone did the driving. I’d noticed his surprisingly early braking, which obviously wasn’t early at all. Back in the pits he explains that thanks to its active aerodynamics, LaFerrari’s low level of straightline downforce means it’s actually reaching a similar speed to an F1 car by the end of the straight. An F1 car, for God’s sake!

But then you remember that it weighs twice as much. And it’s on road tyres. And you’re not an F1 champion. Getting to the corner is one thing; hauling it up for the right-hander is a different business altogether. This car is like no supercar I’ve ever experienced. I’d become desensitised to the otherworldly rate of acceleration this car is capable of, been blasé about the physics involved in shedding that speed. Or, to put it another way, comprehensively dropped a bollock.

Better to do your gonad littering on the track than the road, but be in no doubt that more than a few of the 499

LaFerraris being built will end up in the crusher simply because you arrive at the horizon so much faster than you ever thought possible. even brakes as sensational as this can’t change the laws of physics, captain, if the driver makes a mistake. Given all that, just how crazy does a car like this feel on the road? And before we get to that, will Ferrari even trust me to find out?

After a spot of lunch (humble pie, followed by a quick lick of Milanese brogue leather), our car is cruising away from Maranello with me behind the wheel. We’re heading south to Pavullo and the hills beyond, the big V12 proving utterly docile, pulling cleanly from low revs with the help of the electric motor, the throttle response in the manettino’s Sport mode crisp, but easy to modulate, the F1 dual-clutch ’box slurring unobtrusively between its seven ratios. That much I’d expected; the civility of the ride I did not. A stiffer chassis platform allowed softer springs while maintaining the same roll rate. This car rides better than most GTIs.

And eats them up whole, tipping them down its throat like oysters when a gap opens up. The SP4 that tracks the Fiume Panaro river is proper LaFerrari territory. Fast tightening bends, and even faster open ones, are separated by straights long enough to reach speeds that will have you thrown in jail. But then you take a left, splitting off the main road to cross the bridge and start your climb to Zoca. 4

I am that man in the sand, and redder than the car

LaunCh!

this is the launch control

button. Ferrari says it gives you sub-3.0sec to 62mph, less than 7.0sec

to 124mph, and 186mph in

15.0sec

WheeL

Quartic wheel has switches for lights and wipers.

manettino has five positions: Wet, Sport, Race, Ct (traction) off and CtS

(everything) off. Feeling brave?

LaFeRRaRiengine 6262cc 48v

V12, 789bhp @ 9000rpm, 516lb ft @ 6750rpm, plus

160bhp electric motortransmission 7-speed dual-clutch, rwd

Performance sub-3.0sec 0-62mph, 217mph+, 20.5mpg, 330g/km CO2

Suspension Double wishbones front, multi-link rear

Weight/made from 1425kg/carbonfibre

Length/width/height 4702/1992/1116mm

VerdictHHHHH

apart from everything else, in its stance, proportions and in the detailing, this is an unusually beautiful modern Ferrari


86 ENJoY A YEAR oF CAR MAGAZINE FoR JuST £29.99. GREATMAGAZINES.Co.uk/CAR I june 2014

The road is tighter, gnarlier, and surely too narrow and technical for a car as big and powerful as this. Maybe not. The traction is incredible, the colossal spread of power giving you the option of changing down a cog, or letting it lug, the throttle response better than instant because the electric motor is fi lling in the split-second gap before the petrol engine gets its act together.

It’s the composure that astonishes, the pliancy of the suspension, the balance in corners. And the steering is exquisite, seldom something you can say about a modern Ferrari – though the 458 Speciale’s was much improved. But it is arguably the single most satisfying facet of the whole car. And that’s saying something given how incredible the drivetrain feels.

It must annoy Ferrari that its mastery of hybrid technology for the road hasn’t coincided with the same feat on the track. The ‘resignation’ of F1 team boss Stefano Domenicali, only underlines what the poor results had already highlighted about Ferrari’s ability to make this new technology work. When it comes to LaFerrari though, it works magnifi cently. If there’s one thing not to

like however, it’s the low-speed brake feel, a combination of carbon ceramic discs and the regenerative braking, which switches modes at 30mph. That gripe aside, this car is as easy, as exploitable and as fun to drive on the road as it is on the track. Space and your conscience are the only spoilsports.

Perhaps those looking for something new beyond mere speed, a more obviously tech-infused experience, might prefer the Porsche 918, with its ability to outdrag hot hatches on electric power alone, and then bring in the V8 to really show them who’s boss. Or the McLaren P1, with its aggressive active aero devices, height-adjustable suspension and more extreme styling. Both are more overtly sci-fi , though in reality, no more complicated and, we’d argue, no more thrilling to drive. The CAR team has driven each of the three hybrid hypercars, the 918, P1 and LaFerrari, several times over. Which would we have? Incredibly, we’re aware of more than a handful of owners who will soon be able to make that decision every day, because they’re having one of each. That’s some spending spree, given that LaFerrari’s price is as otherworldly as its performance: just shy of £1.2m, or the equivalent of fi ve 458s and a Speciale. But if you’re in that fortunate position and want the purest driving experience from your hypercar, want the nASA-grade technology merely to facilitate that experience without ever dominating, I’d suggest you’d be reaching for those LaFerrari keys again and again.

Follow me on Twitter @chrischiltoncar

f i r s t t e s t

Ferrari LaFerrari

The price is otherworldly. Equal to five 458s and a Speciale

288 GTO 1985‘The power jump as the blowers come in is savage. It’s as though you’re in a glider, and the tow-rope suddenly becomes intercepted by a low-fl ying F-111.’ Gavin Green, CaR, July 1985

F40 1988‘Damn it, the F40 delivers the sort of muscle that Formula One cars used to deliver back in the pre-turbo days. It is a road car unlike any other.’ Gavin Green, CaR, July 1988

ENZO 2002‘The Enzo lunges forward so violently that it feels like it could cause brain damage – a big, muscular punch that makes your stomach lurch and your head reel with blood loss. Madness. It’s a 6ft-wide monster Elise.’ mark Walton, CaR, September 2002

F50 1996‘In the past, the rule has been the more you add power and grip and drama to the sports car mix, the more you lose the joys of a delicate chuckable lightweight. The F50 is too good for that.’ Paul horrell, CaR, march 1996

Ferraris we have loved

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Sebastien Loeb, nine-time World Rally champion, faces his debut in the cauldron of World Touring Cars. Surely he can’t dominate here too?Words: Ben Barry I Photography: Richard Pardon


a d v e n t u r e

Caterham in Japan m o t o r s p o r t

What Loeb did next

With nine WRC titles, 78 rally wins, 900 stage wins and 116

podiums, he’s the most successful rally driver in

history. None of which counts for anything here today


sebastien Loeb might have taken himself out of the World Rally Championship, but you can’t take the World Rally Championship out of Sebastien Loeb. Accelerating hard towards a chicane in his first practice session at the World Touring Car Championship race in Marrakech, Loeb leaves his braking just a little too late and bails out down an escape road. Any other racer would have stopped, then faffed through an eight-point turn. But a response hardwired into Loeb’s brain from years of pirouetting through hairpins kicks in: he reaches down, pulls up a lever like a magician whipping off a tablecloth and spins his Citroën C-elysée back round.

‘He pulls ze handbrake!’ chuckles team boss Yves Matton later. ‘For us it’s a joke!’

Loeb’s rallying auto-pilot might help him on occasion, but mostly the WRC ace is having to press the reset button and learn a circuit discipline that shares very little with what he knows, all in record time. ‘It was more natural for him in rally,’ says Matton. ‘He was learning things step-by-step and growing. Here it’s a guy who was nine-times World Rally Champion and who needs to prove very fast that he’s at the level.’

It’s not only Loeb who’s having to readjust after over a decade on mud, gravel, tarmac and snow: it’s almost the entire Citroën Racing crew, who continue to tackle the WRC. Over 95% of the team now also work on the WTCC, yet the Versailles HQ is no larger and the workforce no bigger. Only a handful of the team boast relevant experience, but some have worked in F1 and endurance racing and Loeb’s team-mates Yvan Muller and jose Maria Lopez are both circuit specialists.

SFrom where we’re standing, at the back of Citroën’s pit

garage with Loeb’s ex-co-driver Daniel elena – who splits his time looking after a junior rally driver, playing petanque and smoking – it looks like everyone’s been learning fast.

Ahead of Q1, the three C-elysées are brought to the front of the pit garage, angled out down the pitlane and hoisted on air jacks, Yokohamas wrapped in tyre warmers, engineers fussing at laptops. The engines fire, barely silenced, with a kazoo-like turbo zeeeewww buzzing from the exhaust. When the session starts, the cars are dropped to the ground, then marshalled out in quick succession; there’s a command presence to the way the team is operating, a momentum that feels unstoppable. The opposition – driving a cornucopia of budget rental cars including Lada Grantas, Chevy Cruzes and Honda Civics – must be quaking in their racing boots.

It’s a 20-minute session, Citroën’s first qualifying in the WTCC, against world champions Huff and Tarquini and old British Touring Car hands like Chilton and Thompson. Yet after a few minutes the Citroëns are back in, engines off, drivers out, topping the time sheets one-two-three. They’re seven-tenths clear of the opposition; job done.

When Loeb announced his retirement from the WRC, it was easy to think of him winding down and dipping his toe in a few more disciplines just for the buzz. now, after a 4

m o t o r s p o r t

What Loeb did next

The concentration of a champion out of his comfort zone. After all, when you’re right at the top, the only way is down

‘He pulls ze handbrake,’ chuckles team boss Yves Matton. ‘For us it’s a joke!’


a d v e n t u r e

Caterham in Japan

Not only are Loeb’s team ace at race strategy,

they’re also a pretty decent Kraftwerk tribute band

And it’s Lopez, from Loeb, from Muller. Let’s hope

they’ve disabled the intelligent cruise control



part-time 2013 WRC campaign, a record-breaking blast up Pikes Peak, and some strong results in the Porsche Supercup and FIA GT series, Loeb’s fully focused on the WTCC. His working commitments and hunger to win are more intense than ever, despite the 40-year-old Frenchman having nothing left to prove.

He looks reinvigorated and more louche, cool and confi dent than ever when he walks across the paddock ahead of qualifying at Marrakech’s Circuit Moulay el Hassan, politely signs autographs and poses for pictures, then ambles into the Citroën hospitality area for our interview.

‘I knew that one day I wanted to retire from rallying,’ he explains, when I ask why he chose to compete in WTCC. ‘But I knew also that I am not able to stay at home and stop driving. I had some experience in racing in the last years with GT cars and always enjoyed it, but I grew up with Citroën, so it was a nice challenge to continue with them, and also in a world championship, so I suggested the WTCC to the team.’

Loeb sits at the centre of Citroën’s foray into the WTCC, despite team-mate Muller being equally French, a multiple WTCC champion and a key reference point in the team and Loeb’s development. As Citroën boss Frederic Banzet confi rms – he’s at the race, it’s a big deal for the company – there are two reasons for the company to contest the WTCC: one, to keep capitalising on Loeb’s image post-WRC; two, to promote the C-elysée in key emerging markets such as Russia, China, Latin America and also Africa – markets all

represented on the WTCC calendar – to help Citroën become more global and therefore less dependent on the european market that’s proved so unstable. The fact that a three-box saloon lends itself better to the aerodynamic demands of circuit work sealed the deal.

unlike Formula 1, Q3 in the WTCC does not ultimately play out in the dying seconds. Instead, each driver gets one fl ying lap. So, really, it’s Q2 that’s most representative. A short ten minutes with wheat already sifted from chaff , the top drivers need to deliver their best lap to ensure they get to Q3, and have multiple attempts to do so. Muller lays down a scorching 1:43.711, Lopez a slightly quicker 1:43.710. Loeb, the apprentice, crosses the line fastest with a 1:43.706. His mechanics whoop with delight; it’s impossible not to get swept along with it.

The randomness of Q3 mixes things up a little, but it remains a Citroën one-two-three – Lopez/Muller/Loeb – until Muller is dropped to fourth for cutting a corner and Loeb promoted to second. The nearest challenger – Chilton in a Chevy Cruze – is over one second behind. When they turned up yesterday, Citroën were WTCC rookies; already they’re favourites to win the championship.

m o t o r s p o r t

What Loeb did next

WTCC in 7 easy lessons

1 THE 10TH YEARThe WTCC celebrates its

tenth year in 2014, though it was also run in 1987

2 THE ROAD CARS UNDERNEATH

Racers are based on two-wheel-drive production cars, with Honda Civics, Lada Grantas, Seat Leons, Chevrolet Cruzes, BMW 3-series and Citroën C-Elysées in the mix

3 THE TWO-CLASS SYSTEM

The series switches to new TC1 regulations for 2014. There are two classes: TC1, with 380bhp, 18-inch wheels and aerodynamic aids; or TC2 for previous-gen racers with 320bhp and 17-inch wheels

4QUALIFYINGQualifying is split into

three sessions, Q2 being whittled down to 12 drivers and fi ve going through to Q3. Super-pole means only one lap per driver in Q3, with fi ve to one points awarded from positions one to fi ve, and

counting towards the Drivers’ Championship

5 THE FORMATTwo 60km races are

held per meeting, both with a standing start. Positions one to ten on the race-one grid are reversed for race two

6THE POINTSPoints are awarded to the

fi rst ten drivers as follows: 25, 18, 15, 12, 10, 8, 6, 4, 2, 1

7 THE RACE CALENDAR

There are 12 race weekends: Marrakech, Paul Ricard, Hungaroring, Slovakia Ring, Salzburgring, Moscow Raceway, Spa-Francorchamps, Termas de Rio Hondo, Sonoma Raceway, Shanghai, Suzuka and Macau

Aged 40, and the greatest rally driver in history. Don’t make the mistake of thinking he’s got nothing left to prove

That’s Russian Mikhail Kozlovskiy on his way to his fi rst WTCC points at Marrakech in a Lada Granta. The race cars are cool, the donor cars less so

When WTCC came here in 2009 it brought international motorsport back to Morocco for the fi rst time since the Casablanca Grand Prix in 1958


a d v e n t u r e

Caterham in Japan

The genesis of Citroën’s WTCC programme actually harks back to the genesis of its WRC programme over a decade ago: namely, the Xsara ‘kit car’ that competed in WRC’s second tier. It was front-wheel drive, a similar size, a similar track and pretty punchy: the kit cars could sometimes beat WRC cars on tarmac.

But the C-elysée is based on the same platform as Citroën’s DS3 and the regulations call for a similar – though more powerful – 1.6-litre turbo engine, so the next step was a mule of a circuit racer based on the DS3 rally car. The team made it wider, increased the wheelbase, added a splitter, a bigger rear wing, increased the power and began to experiment.

Loeb’s DS3 rally car was under there somewhere, but it was radically diff erent. Despite his front-wheel-drive early days, driving the front-drive DS3 and then the C-elysée on wider and generally faster circuits still took weeks of acclimatisation.

‘I start to feel better with front-wheel drive now, but when I started it was disturbing,’ admits Loeb. ‘I was doing a lot of mistake; it’s not natural to accelerate sometimes in the entry of the corner, normally you always brake until later in the 4

Anatomy of a WTCC car

Marrakech’s Moulay El Hassan street circuit is dominated by two immovable forces of nature: the Atlas Mountains and Sebastien Loeb

BODYAerodynamics

are key in WTCC, and a three-box shape is more aerodynamic than a hatch. Another

reason to choose C-Elysée BUYERS?

C-Elysée was unveiled at Paris

motor show 2012. Not sold in Europe, it’s aimed at emerging markets, such as

China

REGSNew TC1 regs for

2014 make the cars more aggressive:

wider track, bigger wings, more power. Perfect time for a

new team

BRAKESCars run 18in

wheels & Yokohama tyres. C-Elysée uses

Alcon brakes – with a thermometer stuck

on the brake calipers!

ENGINE1.6-litre turbo is similar to WRC

engine – but with new block and head – and

makes 380bhp! In WRC cars from

2015

CHASSIS C-Elysée shares its

platform with the DS3 hatchback, Citroën’s

WRC racer. The WTCC team fi rst tested with a

tweaked DS3 WRC

94 ENJoY A YEAR oF CAR MAGAZINE FoR JuST £29.99! GREATMAGAZINES.Co.uk/CAR I june 2014

corner and accelerate later. And with this car, you have a balance which is quite light on the rear so you don’t understeer too much in the slow corners, but in the fast corners sometimes it’s very light so you have to play with the throttle just to keep the balance of the car; it’s a bit special in the beginning.’

If the technique of getting the C-elysée through a corner wasn’t diffi cult enough, then there was the entirely diff erent mental approach between a circuit sprint race and the restraint often required during three days of rallying. As technical director Xavier Mestelan-Pinon explains: ‘In rallying you never drive at 100% of the performance of the car, it’s too dangerous, there could be a small bit of mud on the corner, you don’t know. But on the circuit it’s 100% all the time. During our test at Abu Dhabi I saw Sebastien brake in the middle of the track; he still wanted to have the margin, but on a circuit you must not have a margin. He worked a lot with his engineer, with the data engineer and with video to try to understand how to drive.’

Qualifying proves Loeb’s now mastered that, but it’s the racecraft – going wheel-to-wheel, judging when and where to pass – that’s more of an unknown as the cars line up on the grid. ultimately, however, Loeb gets little chance to brush up his technique. Lopez launches well and stays in the lead, Muller gains a place for third, and Loeb sticks in second; together they leave the pack behind.

The front ends of the cars tremor on the street circuit’s bumpy tarmac as they run deep into the braking zones, Loeb in particular occasionally locking a wheel, and in the corners you can actually see how light the rear of the cars are as the drivers jink the nose into corners. Loeb keeps Lopez honest, while Muller appears to be only just holding onto the back of them, but it’s a podium lock-out on the team’s debut; Loeb grins broadly from the second step.

The fi rst ten qualifying positions are reversed for the second race, putting Loeb back in ninth, Muller in sixth, Lopez in tenth. Loeb was expecting this to be the biggest challenge to his racecraft, but when local hero Bennani taps pole-sitter Tom Coronel into the wall seconds after the start, it’s a more extreme and immediate test than he might ever have imagined.

As the chaos begins to unfold, Loeb gains several places, charging up behind Muller; but as the now out-of-control Coronel spears across the track, Muller smashes into him with less time to react than a fl y splatting against a windscreen; both cars are destroyed as they slide down the wall, Muller eff ectively sweeping Coronel from Loeb’s path.

Loeb just nips by, driving over debris as he does so;

incredibly he’s leapfrogged to third when the race is red-fl agged, the drivers forced to park up on the grid in the sweltering Moroccan heat while the track is cleared.

When the race is re-started, Loeb quickly takes second, then cannily picks off Bennani after a few laps. He’s in the lead, controlling the race, a second-or-so of fresh air to teammate Lopez, zero mistakes lap after lap. His second WTCC race! And with a team that’ve never done this before!

As Loeb rounds the fi nal corner, the team that are so used to hearing of his wins remotely in a service park dash to the catch-fencing and cheer him across the line. Are we watching the birth of another era of Loeb-led Citroën domination?

It’s what the fans expect, of course. As Loeb had said to me earlier, ‘the non-specialist people in France, they think I am the quickest driver in the world, so I should win everything, they don’t understand that this is a completely new discipline.’

The problem is, the ‘non-specialists’ are right. The man just makes it look too easy.


m o t o r s p o r t

What Loeb did next

Loeb takes time out to chat with our Ben Barry. ‘People think I should win everything. They don’t understand that this is a new discipline’

Are we watching the birth of another era of Loeb-led Citroën domination?

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WATCH THE VIDEO OF SEB LOEB TALKING TO BEN BARRY on the CAR magazine app. Download it now at the Apple Newsstand!

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Roy Hodgson's (not so) fun fact for the day: there is not even a squad's worth of Englishmen currently playing top

level European football. The Spanish have enough to fill three squads, while the number of German and even

French players in this year’s Champions League is enough to make any England fan wince…

Number of players in the

Champions League this season

58German

38French

35Italian

25Dutch

22English22

Belgian21

Russian

20Portuguese

80Spanish


g i a n t t e s t

Mercedes GLA vs Evoque & Q3

C H E L S EM A D E F O

AR

Obviously, this isn’t Chelsea, but even double-barrelled sUV buyers pop off to their cottages in Wales from time to time. enter Merc’s pumped new a-class, to challenge fashionista evoque and solid-state audi in the over-specification game

WORDS: Anthony ffrench-Constant I PHOTOGRAPHY: Richard Pardon


t is, perhaps, appropriate that these three up-market down-sizer SuVs should all be here presented in assorted hues clipped from some dubious perma-tan salon colour chart. What better way to inadvertently reinforce their gently reassuring Made for Chelsea credentials?

Mercedes’ new GLA enters a segment more crowded than the stern rail of RMS Titanic at 2.19am on 15 April 1912. Spoilt for choice, then, we’re pitching it against Audi’s Q3, which leads the premium

park-brain default purchase charge, and the Range Rover evoque, which continues to woo with undimmed designer-rimmed dhaaarling credentials.

And just before you start waving the despairing arms of disparity about, we’ll sort out the money. The GLA220 CDI Se 4Matic weighs in at £30,030. It’s £32,105 as tested here, and all-wheel drive is a given with this more powerful turbodiesel iteration in the uK. The Audi Q3 2.0 TDI Se looks to be something of a bargain at just £26,550 (£31,345 as tested), but this is a front-wheel-drive car with manual transmission. Similar Quattro variants kick off at £30,485.

The Range Rover evoque Coupe Dynamic Auto 4WD is priced at a hefty £41,510, and is here kitted out to the air-

Audi interior is, according to our Anthony, ‘pretty much perfect’. Blimey!

Merc’s body control too much for fidgety Audi, but both are much better to drive than you might expect

Evoque switchgear designed for blokes in gloves rather than Jacinta’s inch-long nails

Isucked-through-teeth extremes of £51,890. You may, however, afford a five-door specimen with the same all-wheel-drive powertrain – including a new nine-speed (yes… and we’ll come to that) automatic transmission – for as little as £32,710.

So, with the GLA looking somewhat the bargain of the pack and both it and the Q3 here presented in an unusually low-rent format, I reckon about £37,500 should afford reasonable toys ’n’ powertrain parity and, indeed, even allow for the ticking of one or two more evoque option boxes than merely that marked ‘doors’.

now, there was a deal of speculation when the nee-Land Rover (Weather-beaten Greek Squid-fisherman Bronze) first broke cover as to whether its knife-cut Yorkie-chunk concept car looks would stand the test of time. We should not have worried. In this line-up of the more usual-looking suspects – the new Mercedes (ex-pat Chesterfield Sofa Cleavage Brown) and Audi (Basildon Fake-tan Tangerine Flake error) – it still presents as boldly as the man who, having had his offer of a dance turned down by Milla jovovich, comes straight back with ‘So I suppose a shag’s out of the question…?’

Then again, that wouldn’t be hard. With such clinical precision has the Q3 been wrought to represent a small Audi SuV that, but for the colour, it’s remarkable only in its unremarkableness; an ocular exercise in body temperature bathing. I’ve never been a Chris Bangle fan but – in the context of the eCG flat-line that has become Audi model-range style differentiation – his once-pugnacious protestation that ‘BMW had to change’ does now have a certain burgeoning resonance.

The GLA plays a very similar hand, offering pipe-and-slippers brand couture comfort at first glance. Though, with the three-pointed star at the business end now adopting Professional Frisbee proportions (should not confident brands favour discreet badging?), the French-curve-run-amok styling that now sadly trademarks the profile of each and every new Benz seems almost restrained.

In truth, the GLA’s looks did grow on me over time, especially the rear three-quarter view. Conversely, no amount of citrus colour-chart yelling could prevent the Q3 from fading inexorably into the background. The evoque, meanwhile, remains entirely comfortable in a suit just sharp and just classy enough to carry off the suggestion of tinker and fidget now creeping into details such as the front foglight surrounds. Such fussiness does nothing but obfuscate the clarity of the concept.

every time I climb back aboard the little Range Rover I re-marvel at the particularly neat trick it pulls off in providing a surprisingly high driving position within a chopped, remarkably svelte bodyshell. never mind the fact that every 4


The Evoque continues to woo with undimmed designer-rimmed dhaaarling credentials

If you’re going to have a screen that looks

like a detachable tablet, why not make it

a detachable tablet?

g i a n t t e s t



g i a n t t e s t


time I get out I skin the top of my head on the door frame.The interior is tidy and nicely trimmed, with switchgear

appropriately sized for operation by the sheepskinned fi ngers of the weekend backwoodsman. Alas, however, the money has clearly been spent on pleasing the eye above all other senses.

The creaking multi-media touchscreen still falls well short of rivals in terms of operational speed and tactility, and the steering wheel switchgear is clunky to use and so slow on the uptake that one is reminded of the length of time it would take for the other end to go ‘Ow!’ if you stood on the tail of a brontosaurus.

Worst of all, though, is the reminder that – like so much jaguar Land Rover product – the evoque experience continues to be blighted by the pitfalls of the tender process. To wit, a ridiculously uncomfortable driver’s seat which, after a three-hour stint, left me hunting down a blood bank to replenish the quarts spirited away from the backs of my thighs.

Though the relatively basic specifi cation of the two Teutons leaves both with manual seat adjustment, the Mercedes is, predictably, the most comfortable and ergonomically satisfactory from behind the wheel. The Q3, unusually for an Audi, suff ers slightly from a wheel-rake adjustment that won’t drop low enough, leaving you reluctantly chasing it north through seat-height adjustment. But that does, at least, aff ord you a decent view out; an area wherein – despite its SuV billing – the GLA falls short.

The Mercedes interior is entirely appropriate to the marque, but hardly invigorating. It lacks the Q3’s clean homogeny and, as exemplifi ed by temperature control dials which feel fl imsy and have an unpleasant latter wobble about them (ironically, by comparison, those of the evoque are infi nitely superior), build quality seems to lack consistency.

There is, moreover, a whiff of over-stylisation creeping into some Mercedes detailing. I don’t, for instance, need my digital speed readout to be fussily framed in a tiny telly hovering over a forced perspective road to nowhere. Simple, uncluttered, white on black is fi ne, thanks; clarity and class make the best bedfellows.

Though a simple solution to the problem of heat build-up within a dashboard, the GLA’s stalk mounted screen is also a tad after-sales for my tastes. If this faux tablet look is truly the way forward, surely the whole boiling would be better executed as a proper, demountable tablet to be used outside the car as well as on board? I cannot, alas, dwell on the Audi interior because, with the possible exception of air-conditioning switchgear located far enough south in the centre console to clash with the gear lever, it’s pretty much perfect.

Life in the back isn’t great in any of these three. As previously discussed, GLA life astern is cramped by class standards. The seats themselves aren’t that comfortable to the adult frame, and the combination of high, rising waistline and integral front headrests equate to rigorously blinkered kinder.

The Audi’s not much better, but probably the pick of the bunch, not least because of the respectable view out. Access to the rear of the three-door evoque, meanwhile, is a real bone-cracker. The seat base doesn’t simply spring forward when you tilt the back; it’s powered by a motor so slow that you’ve grown a beard before it whirs indolently into life. The resultant can’t-wait barging, blasphemy and bruising accesses accommodation that suff ers not so much from a lack of headroom as dire seat comfort and a poor view out courtesy of shard-proportion side glazing.

All three cars off er their own particular take on the circa

Less swoopy shape means more space

in the back and a better view out

Well, you wouldn’t want to shuffl e NINE cogs with a gearstick, would you?

Red light shows that ‘Sloane Square Kerb’

mode is selected

Evoque’s adaptive suspension allows body control so good it simply can’t be an SUV


2.0-litre turbodiesel. With the higher output of the evoque’s larger capacity unit compensated for by the fact that it’s easily the heaviest machine here and the GLA’s lesser power output similarly offset against its lighter weight, we have nigh-on performance parity. The Range Rover is the most sluggish on paper but, nonetheless, no slouch, and all post sub-9.0sec 0-62mph sprints.

Via a typically oleaginous seven-speed transmission, the Mercedes biffs along admirably, and the only real criticism that may be levelled at the powertrain is that it’s infernally noisy at all engine speeds; the aural signature ranging from ageing tug-boat at idle to the full bovine panic of the abattoir-bound Aberdeen Angus at speed. Odd, then, that for all the under-bonnet blather, the GLA is billed as easily the most frugal in the

fields of both fuel consumption and CO2 emissions.The Q3 also zips along nicely, surprising with a six-speed

manual schtick that is sweet enough to throw around and sufficiently quick on the uptake to fairly rigorously refute the argument that cars of this ilk should always be equipped with automatic ’boxes.

And now the 2014 evoque barges into the fray with no less than nine cogs in the ’box. Were I prone to lycra and a hat fashioned from a hand of hardened bananas I should relish as many gears as possible. But nine? In a car?

I’d better understand the argument for more cogs keeping you in a diesel’s narrow powerband for longer if it were more readily apparent what numbers six to nine are actually up to for most of the time in the evoque. Leave the car in ‘D’ and 4

Merc instruments tending towards over-styling. What’s with the ‘virtual road’ perspective behind the speedo?

No room for design subtlety here. Basically these three automotive slabs are brand hoardings

Nicely weighted and pleasingly linear, the

Mercedes has the keenest steering here


g i a n t t e s t


the absence of a numeric binnacle display leaves you none the wiser. Stick it in ‘S’ and, driving A-roads with any vim at all, they’re clearly all out the back copping a crafty fag for the duration.

In truth, the shifting’s good enough that you’re not over-aware of the number of cogs on off er. But there are moments when, left to its own devices, the gearbox succumbs to frenetic hunting from one ratio to the next like an incontinent dog unable to chose between adjacent lamp posts.

Perhaps more salient is the issue of justifying nine, willy-waving gears when, even in Sport mode, the transmission still responds to a kick-down request from the throttle with all the urgency of Captain Blackadder ordered over the top. not convinced.

every SuV I climb into these days handles better than I expect it too. Cunningly, the GLA manages this largely by sharing ground-clearance honours with the testicles of an off -road anaconda. Happily, however, what marginal extra clearance it does boast over a standard A-class has worked wonders for ride comfort through extra suspension travel.

nicely weighted and pleasingly linear, the Mercedes has the keenest steering here. It doesn’t roll any less than the Audi through corners, but the body control is far better, which, allied to more than adequate traction and grip on this dry day, makes for smooth progress and possibly the best poise of the three cars here. In all, marginally more impressive than I remember from the launch proceedings.

The Q3’s steering has a deal more hemlock and rubber in the mix, but that doesn’t bother me quite as much as the car’s inability to ever quite settle on its springs. It fi dgets, not overtly, but constantly, like a six-year-old in a new T-shirt the label of which needs cutting from the neck.

Shame, because, despite its front-drive format giving a little away in traction and mechanical grip, the Audi still acquits itself

The GLA shares ground-clearance honours with the t

Beneath the glitz, Evoque has proper

Land Rover DNA

Which sight will be rarer – a manual ’box or a GLA badge?

RANGE ROVER EVOQUE COUPE DYNAMIC AUTO 4WD

Price £41,510As tested £51,890

Engine 2179cc 16v turbodiesel 4-cyl, 187bhp @ 3500rpm, 310lb ft @ 1750rpm

Transmission 9-speed automatic, four-wheel driveSuspension MacPherson strut front, multi-link rearPerformance 8.5sec 0-60mph,121mph, 48.7mpg,

153g/km CO2Length/width/height 4365/1980/1605mm

Weight/made from 1685kg/steelOn Sale Now

Verdict ★★★★★

AUDI Q3 2.0 TDI SEPrice £26,550

As tested £31,345Engine 1968cc 16v turbodiesel 4-cyl,

175bhp @ 4200rpm, 280lb ft @ 1750-2500rpmTransmission 6-speed manual, front-wheel drive

Suspension MacPherson strut front, multi-link rearPerformance 8.2sec 0-62mph,

132mph, 47.9mpg, 156g/km CO2Length/width/height 4385/1831/1590mm

Weight/made from 1585kg/steelOn Sale Now

Verdict ★★★★★

103june 2014 I ENJoY A YEAR oF CAR MAGAZINE FoR JuST £29.99. GREATMAGAZINES.Co.uk/CAR

The compact SUV set

LAND ROVER FREELANDERBought by Mudfordshire types with full-size Discovery aspirations but without the necessary family fortune

RANGE ROVER EVOQUE

Bought by Mudfordshire types with full-size Rangie aspirations but without the

necessary family fortune

FORD KUGA Bought by entirely sensible

people blighted only by their particularly poor taste in

cosmetic jewellery

BMW X3Bought by badge-obsessed yummy-mummies whose discarded brains habitually bookmark the pages of Italian Vogue

TOYOTA RAV4Bought for the mistress who you can’t quite pluck up the

courage to chuck yet, but who will hopefully now

get the message

AUDI Q3Bought by badge-obsessed yummy-mummies who wanted a BMW but accidentally wandered into the Audi showroom

MERCEDES GLABought by badge-obsessed

husbands for wives who subsequently cry because

they actually wanted an Audi Q3

HONDA CR-VBought by a blue-rinse brigade which has no idea how excellently it has been engineered

The best of the market, and who buys them…

testicles of an off-road anaconda pretty well in this company; toppling in and then sticking with surprising tenacity until the inevitable onset of understeer at speeds far higher, frankly, than you’d expect to visit with the cabin full of family. Over-sported hence not quite sorted?

Meaty yet gently meandering, the evoque’s steering feels the least sharp on the uptake here. The brakes, too, possess a fi rst-prod sponginess entirely absent in the competition. However, thanks to trick, adaptive suspension, body composure is little short of extraordinary, and the evoque combines just enough of the imperious motorway cruise you expect of a Range Rover with the ability to be chucked about with hilarious alacrity. Perhaps it’s just the sheer improbability of the experience that makes it such fun to fl ing around.

Switch to Dynamic mode and the Swarovski crystal animal collection that numerates the driver’s instrument dials turns red, whilst the dampers turn to concrete. Pointless; the ride becomes unpleasantly fi rm to the point of jarring, whilst the handling doesn’t appear to improve overmuch.

For all its faults, and the inevitable price tag hike, I’m still going home in the evoque. not only does its styling continue to hallmark it as a Tiger tank amongst Shermans, but there’s also some indefi nable quality about its driving dynamics that makes it every bit as engaging to helm as it is to gaze upon. And that, in this segment, remains a rare treat indeed.

Well, we did tell him to go

off road

TH

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OY

AL

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K H

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EL

, BE

TW

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. RO

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ETNISSAN QASHQAI

Bought by thousands of myopics, despite Mk1 looking like a bucket of smashed crabs

MERCEDES-BENZ GLA220 CDI SE 4MATIC

Price £30,030As tested £32,105

Engine 2143cc 16v turbodiesel 4-cyl, 168bhp @ 3400-4000rpm, 258lb ft @ 1400-3400rpm

Transmission 7-speed automatic, four-wheel driveSuspension MacPherson strut front, multi-link rear

Performance 8.3sec 0-62mph,134mph, 55.4mpg, 132g/km CO2

Length/width/height 4417/1804/1494mmWeight/made from 1535kg/steel

On Sale NowVerdict ★★★★★


If you bring good taste to Monaco, they confiscate it at customs. So imagine what the annual motor show is like!

We join Prince Albert at Top Marques 2014

c A r W o r l d

Top Marques Monaco

Words: Steve Moody I Photography: Dan Burn-Forti

T h e m o T o r s h o w

T h a T T a s T e f o r g o T


It’s a peculiarly British pastime to mock the filthily rich, and especially the filthily, recently rich. We like to guffaw at their funny, shiny trousers, the artfully sculpted plastic smeared onto their improved bodies, the shocking pink Range Rovers and the gauche diamond jewellery hanging from their earlobes. And that’s just the men.

We sneer as if the nouveaux haven’t earned it enough, not having spent generations of sterling service subjugating their local

populace, and haven’t worked out how to spend it quietly on proper things, like brogues and gundogs and orangeries.

But here in Monaco, and especially here at the Top Marques show, money, and what it can buy you, is celebrated – fetishised even – in a great big spangly ejaculation of luxo-frottage. This is the fascination of the Top Marques show. It’s an eclectic mix of the weirdly awful and utterly fabulous, a great big warehouse of stuff you can buy to kit out your double-winning euromillions lifestyle, and the centerpieces of that existence are the cars.

There are the usual array of McLarens, Bentleys and Ferraris and to start with I feel drawn to them like a stranger spotting old friends at a party. But Top Marques is unique because it offers something more than prestige-brand ubiquity. It offers the chance to make a name for yourself. To be somebody unique.

What you have, then, is nothing new under the Mediterranean sun. In the first half of the last century Bentley, Bugatti or Rolls were selling running gear to customers, who then went and found somebody to coachbuild the body they wanted for it. Some were ghastly and unsuitable, and some ended up among the greatest cars in existence.

The jury might still be out on whether Italian firm FB Tuning are the next Mulliner, as the creation on its stand clearly has the back end from a Chrysler Crossfire. even Dr Frankenstein gave himself a chance by not starting with donor parts from Anne Widdecombe. The whole thing is dressed in streaks of what look like gold leaf. That’s not gold leaf on the door mirrors – that would be daft, I suggest to the girl stood next to it. Yes it is, she replies. I leave quickly. The Prince is arriving anyway.

We bake gently on the marble concourse waiting for him to show, trapped behind a tape, and I’m surprised that so many people are taking the trouble to wait and get their snap.

If the Queen was coming to Rotherham or Rochester, it might be a source of great excitement, as she doesn’t come round much, but in a country of only four-and-a-half square miles I’d be disappointed if I wasn’t standing behind Albert in the queue at the newsagents or bookies at least once a week.

CAR is one of only a handful of media deigned to follow the prince on his tour, but

every orangey old man with a Briatore hair ramp wants a quick chat or picture. The whole thing is like a medieval court, but with camera phones and Gucci blazers, everyone wanting their minute with the prince to remind him of their good works, fine dowries and unswerving loyalty to the state, and he receives each subject’s finely coiffeured forelock tug with a smile and a cheery handshake.

Finally we elbow our way through the throng and get to ask the prince an approved question (only one allowed). What

does the Top Marques show mean to Monaco?He replies, in a surprisingly American accent:

‘It’s a spectacular show. I don’t know where we’re going to put everything in a couple of years, we’re running out of space!’

I’m not sure if he was being ironic, stood as he was in front of a Pagani Huayra, but he adds: ‘Top Marques is an incredible event for the principality. It started out modestly as most of these shows do but it has grown into an incredible international, innovative event with a number of world premieres and the goal of showing how clean mobility, hybrid and electric cars can perform incredibly well.’

I decide to leave the hybrids until later, possibly never. What we want are bonkers supercars, and the one-off 701bhp Mazzanti evantra fits the bill, which Luca Mazzanti has built and already sold for €750,000. using a 7.0-litre naturally aspirated GM V8 lump, six-speed sequential gearbox and aero styling from a firm involved in F1, it looks pretty mean. He builds bespoke cars for clients, and reckons that Monaco is a prime selling spot because people come from all over the world, so word of mouth spreads quicker.

Opposite is the Hamann stand where somebody has suffocated a Veyron entirely in carbonfibre, inside and out, and painted a Wraith turquoise. Being english and finding the idea of besmirching such cars a little too outré for my tastes, I am drawn to Klassen where you can buy a million-quid boardroom housed in a coroner’s van. It has a nespresso machine, tables that whoosh out of the walls, a finish that Rolls-Royce would be proud of and a biometric safe (although surely just nicking the van would make that somewhat redundant?). They sell 100 a year to businessmen who like to remain quietly tucked away, and I wonder if perhaps this isn’t the show for them. But Paul Klassen says quite the opposite.

‘We sold vehicles at this show last year. Yes people want sports cars when they are at home, but when they are working or travelling from their jet with their family they do not want to be noticed. Increasingly we see them moving from Maybachs and Mercedes into these vehicles.’

All sounding far too plausible I go in search of something more eccentric, and it doesn’t take long to find a Volkswagen up masquerading as a superyacht.

now, a gin-palace-owning issue you may not have yet encountered is what to do when you’ve 4

somebody has suffocaTed a

veyron In carbonfIbre

95MAY 2014 I CARMAGAZINE.Co.uk

c A r W o r l d

Top Marques Monaco

I like my Veyron, I just wish it was more expensive. And, well, horribler

Prince Albert, in the blue tie, nervously wonders who that

dodgy looking bloke by the pillar is

David Brown Speedback looks like a DB5, is in fact a Jaguar

XKR. Not everything here looks like Iron

Man’s codpiece

Don’t leave valuables on

display – lock ’em in the safe


enquiries, especially for one with a soft top and plastic seats. Fundamentally Defender is something that we can build to any spec, shape or size and it just fits, whether you have a yacht or kids you want to take to school.’

Another Brit is the star of the show: David Brown’s new Speedback has been officially unveiled here and its ’60s pastiche looks are proving a great draw among futuristic cars that look like Iron Man’s codpiece. So much so, they’ve already sold one to a man who flew down from Sweden that very day, and claim as many as 20 sales by the end of the event.

Brown, who a couple of years ago was just like many of the people at this event, looking for something automotive tailored just for him, tells me: ‘The reception has been brilliant. It’s a very european event – they understand what

docked and need to nip to Iceland to buy the canapés. Dashing Italian Stefano Crespi has tarted up an up by adding teak planking to the sides and cabin (which will of course match the wood on your boat).

So now you can drive your prawns in batter straight into the garage of your vessel before they defrost. And the e-up should prove even more popular as a road-going tender when it comes out later in the year, he reckons. It might seem expensive at a starting price of €43,000 but it’s a snip when top-end superyachts cost about a million quid a metre to build.

On the yachting theme, British Defender-benders Twisted have been having a great show, with lots of interest in bespoke Landies.

Twisted’s Charles Fawcett explains: ‘We have lots of

Top marques by numbers

200luxury brands on display

world launches of supercars, bikes, boats14

visitors attended36,000

Most expensive car: a W Motors Lykan

$3.4m

Most expensive object: small blue diamond

€3.5m

‘It’s all so cool! We’re from Bulgaria!’

Zenvo ST1 is a Danish supercar.

Prefer their bacon, to be honest

A VW Up with teak planking to

match your yacht


we’ve tried to do and we have a few very interesting leads.‘It’s easy to say “I want my own thing” but it’s hard to know

what your own thing is and then build it. What I wanted was something practical that an owner can load up with fuel, a fabulous looking girl, drive to St Tropez and live the dream.’

One of the attractions of coming here is the claim you can ‘See it! Drive it! Buy it!’ and so ‘Please sir, can I have a test drive?’ is a question, like a desperate pauper, I keep asking various reps on stands. But the answer is always the same: sorry, we can take you out in them, but you can’t drive as we can’t insure you. The realisation dawns that I will have come all the way to Monaco and the driving apotheosis will be Rascasse and the tunnel in a snot-green diesel Renault Kangoo rented from Avis. 4

c A r W o r l d

Top Marques Monaco

LasT nIghT a man from russIa PaId €400k for my car

Quant fuel-cell car inventor

Nunzio La Vecchia.

Obligatory shiny suit

You can cover it with gold leaf, but it’s still basically a Chrysler Crossfi re

The man from CAR magazine arrives for breakfast

Steve woos a passing architect, possibly by forgetting to mention that it’s not his Ferrari


A PRESENT FOR

THE WIFE€3.5million for this heart-shaped blue diamond the size of a Smint

A HYPERCARA W Motors Lykan hypercar: 800bhp, diamonds in the lights and $3.4million

SOMETHING TO

DRINKA 50-litre carbonfi bre bottle of champagne. €220,000 in a nightclub

moody’s millions How Steve might have blown a fortune at Top Marques

c A r W o r l d

Top Marques Monaco

Turning up to the casino in a

Twisted Defender? Now that IS cool

Borderline, even if you happen to be Billy Connolly

Not cool, yesterday

He’ll be fi ne. That rowing boat accident in Cornwall was a one-off…


I really like the brazen honesty of the people here, their celebration of life lived to the full with few boundaries, of the possibility of your own imagination, no matter how wonky your aesthetic sensibilities, given free reign and a blank cheque. You and I may not want a car with gold-leaf door mirrors, but the people here love cars and are prepared to lavish fortunes on them in the pursuit of uniqueness, and in my book that’s a bloody good thing.

So unable to fl ash enough cash, I wonder whether exhibiting rental fi rm AAA might be more relaxed and let me have a go in one of its fl eet. The Mansory Siracusa is a Ferrari 458 Italia with €100,00-worth of carbonfi bre bits and a double exhaust to give it a deeper, man-about-town resonance. I show them I’ve already been vetted by no less an august institution than Avis, but they counter with a deposit of €30,000 and a daily rate of €3500 more.

I opt for a passenger ride with their operative Hakeem, who tells me that this car is a Monaco regular: during the summer months it’s rented out most days, with some hiring it for three weeks at a time. I think I’ll stick to the Kangoo.

So having given up hope of driving the Grand Prix circuit in a vajazzled hypercar, something amazing happened. Chatting to a stylish young French lady about her speedboat, I optimistically wondered aloud if they were doing passenger rides.

‘no,’ she says. ‘You can actually sea trial it.’So here I am, half an hour later, at the helm of

a ridiculously cool, half-a-million euro, 600bhp, Fjord 36, edging it out between the towering, sunscraping superyachts and arcing cliff s of Fontvieille. My previous seafaring experience? Crashing a rowing boat into some reeds at a Cornwall adventure park. undaunted, I can’t help but hum ‘her name is Rio and she dances on the

sand’ over and over again as I open the throttles and accelerate to 40 knots.

Slicing and smashing through the sea nose-up as Monaco pivots away on our left, the light glinting off all those high rises, I think you can keep the supercars: I’ve driven a superboat out of a Monaco harbour and I’m heading for the sun. This is offi cially Living The Dream.

I dig deeper. If I had wads of euros sprouting from every pocket like Worzel Gummidge stuff ed with cash rather than straw, could I drive then? Still no, some say, while others’ pained expressions suggest they would wilt under the bombardment of fi nancial big gunnery.

And then, on the Hamann stand we get the green light. Or rather the shocking lime-green light because they say we can have a drive in the morning in their matt grey Aventador with an interior the colour of Kermit’s bile.

So I bound into the show the next morning. But disaster strikes! A man appeared from Russia late the evening before with €400,000 and bought the car. unsurprisingly he’s not keen on it being driven by a poor journalist with delusions of grandeur (or anyone else for that matter) around streets lined with metal Armco and doddery old French millionaires walking tiny mutts. But despite being disappointed I’m also fascinated: this is the type of show this is, a proper market with proper buyers.

While standing abjectly next to the Lambo in the pit area two girls click-clack over and I cheer myself up by asking them what they’re up to. They enthusiastically rattle off what they’ve seen, while shuffl ing their pack of brochures like kids with Top Trump cards.

‘This is the best that I have seen in the show. It’s a Lykan Hypersports. Right now it exists as the only one. It’s the best hypersport car I have seen in my life. It has diamond-encrusted headlights. That’s pretty cool for girls. nought to 100kph in 2.8 seconds. How cool is that? nearly 800 horsepower. That’s a lot. We’ve been given an energy drink with gold bits in it. How cool is that? We’re from Bulgaria and Russia but now live in Italy. I know CAR magazine! It’s cool.’

And with that, they’re off again to look at more cars. And buy a few if that energy drink really takes a hold. I wander over to inspect the $3.4 million Lykan, a Lebanese supercar that looks like the Batmobile, although I’m less sold on the diamond headlights. The girls have taste though. I’m beginning to like this show a lot.

SOMETHING TO

SAIL€500,000 for this Fjord 36 day boat – the bargain of the show

A PICTURE OF

YOUR CARLove your motor? Just €3,000 buys you a hand-painted portrait

SOMETHING TO

TELL THE TIMEDiamond-encrusted Kapriss dragon watch: €18,000

A PICTURE FOR

THE BOG WALLRussian 15kg silver picture of the Prince and Monaco history. €350,000

SOMEWHERE TO

WORKBin the Ikea desk: this €15,000 Bugatti one is far cooler

TIME TO

RECLINE€75,000 for a glass seat like an upturned cricket box. And it’s not even comfortable!

CYCLE CRUISERA handcrafted 30mph Italian electric cruiser bicycle for €15,000

IT has dIamond encrusTed

headLIghTs. cooL for gIrLs!

Luca Mazzanti with his one-off €750,000

Evantra

‘You expect me to talk?’ ‘No, Mr Moody I expect

you to crash’

112 CARMAGAZINE.Co.uk I jUnE 2014

At first glance this show car previews the new TT, but the shooting brake body, SUV stance and hybrid drivetrain will grace multiple new models. We drive it WORDS: Georg Kacher I PHOTOGRAPHY: Greg Pajo

A L L ROA D S A L L ROUND Two badges hint at Audi strategy. TheAllroad badge, which currently serves A4and A6, will spread to all models, andthere will be a TT Shooting Brake…

Allroad concept: one Audi to rule them all

113jUnE 2014 I CARMAGAZINE.Co.uk

s n e a k p r e v i e w

Audi Allroad Shooting Brake

T HE NE W FA CE OF A UD I Wolfgang Egger’s last job as chief designer was to nail this frontal look, which the TT will debut. Features include new LED matrixheadlamps and new single-frame grille

E-T RON QU AT T RO P O W ER The plug-in hybrid technology showcasedhere will appear on future road cars. Itcombines a petrol engine with two electricmotors, one driving the rear wheels

108 CARMAGAZINE.Co.uk I april 2014

very concept car sends a message, but this car has more to say than most. it would be nice to think we’re simply dealing with a TT concept here, but the pace of change at audi is now so ferocious there simply isn’t enough time to craft a concept car for every

future direction. Hence, at the Detroit show earlier this year, they bundled a bunch of ideas together in one sprawling prototype, and gave it the appropriately coverall name of allroad Shooting Brake concept. What does it tell us?

First of all, it demonstrates the scalability of the allroad theme, which is currently reserved for the a4 and a6 avant. Second, it takes the compact shooting brake bodystyle first shown at the 2005 Tokyo show in the shape of a three-door TT to an exciting new level, which will almost certainly end with a TT Shooting Brake eventually going on sale. Third, it previewed the TT replacement (which goes on UK sale this autumn) by incorporating such

start/stop knob summons the 2.0-litre four, while a grey button activates the plug-in powerplant. The latter whines like a trolley coupled to a dandy horse engine. Very exotic, quite noisy, positively electric and ever ready to lay the instant maximum torque of 280lb ft down to the ground.

Driving in EV mode both sounds and feels less refined than expected, but it still put a smile on my face. The noise pattern is so different to the familiar voice of a combustion engine, and contrasts wildly with the incredible immediacy of the power delivery. The drive-by-wire jump-start take-off behaviour and the kick-butt in-gear performance are truly entertaining, and

All air-con controls are integrated in the five rosette vents. Outer ventshouse seat-heater buttons

New TFT screen elevates sat-nav display to near-TV levels of production. Isthis a route or a video game?

The charging point is on the left side and the fuel filler is on the right.Don’t mix them up

E

This is more-or-less the view from the TT, with the added spice of a big red button to summon petrol power

details as the breakthrough instrument panel, the sportier front end and the lED rear lights. and fourthly, it incorporates state-of-the-art plug-in hybrid technology in a package dubbed E-tron Quattro. although this model remains a one-off, it is bound to have an impact on future audi production cars. and there’s enough TT in here to allow us to claim, if perhaps rather cheekily, that this is the closest any journalist has yet come to driving the Mk3 version of audi’s most iconic sports car.

The concept features a plug-in hybrid system which employs a 292bhp turbocharged four-cylinder petrol engine, a 54bhp e-motor integrated in the six-speed dual-clutch transmission and a second 116bhp e-propulsion unit driving the rear wheels. The aggregate torque adds up to a massive 479lb ft – or 199lb ft more than that dished up by audi’s 300bhp S3.

However, in the show car today, the front-mounted motor is conspicuous by its absence, and the downscaled rear motor develops only a weedy 54bhp. at this point, hybrid mode is not available either, so it’s safe to say we’re driving a work-in-progress.

So for now it’s either front-wheel drive by 2.0-litre TFSi power or rear-wheel drive via that humming little box at the rear axle, which is fed by eight water-cooled batteries good for 8.8kWh when fully charged. a stab at the accordingly labelled button on the steering wheel selects the programme of choice: a red

Although this model remains a one-off, it is bound to have an impact on future production cars

115jUnE 2014 I CARMAGAZINE.Co.uk

the brisk, stepless acceleration positively pings you towards the horizon. in E-tron configuration the top speed is limited to an energy-saving 81mph, but with all powerplants working in syncronicity the allroad concept would have to be governed at 156mph. audi is quoting a 0-62mph acceleration time of 4.6sec, a patently unbelievable average fuel consumption of 148.8mpg, and a driving range of over 500 miles (EV range is 30 miles).

Weight is always an issue when batteries are involved, and that’s true here – at 1600kg, the car is about 200kg heavier than a 300bhp S3 with mechanical Quattro four-wheel drive. The allroad’s spec sheet offers three 4

s n e a k p r e v i e w

Audi Allroad Shooting Brake

Shooting brake shape will appear on a TT at some point, but don’t expect a TT Allroad

It’s not the futuristic bit, but 2.0-litre TFSI petrol engine is as clean as they come. And in this hybrid set-up can help achieve 148.8mpg


drivetrain operating modes: EV silences the petrol engine and gives that 30-mile range, Hybrid prioritises the 2.0-litre four to drive the E-motor which now acts as a generator and charges the batteries, and Sport activates full on-demand boost. Step off the throttle casually, and the system will slip into fuel-saving coasting mode; step off the throttle abruptly, and brake energy regeneration will make the car grind to a rapid halt.

The Allroad Shooting Brake will go down in Audi’s corporate history as Wolfgang Egger’s last eff ort as chief designer. Egger has been dispatched to

compromise cabin space, and the same applies to the small electric motor tucked away under the cargo deck.

The design is evolutionary in a cautious yet tasteful manner. ‘The single-frame grille remains a must for all Audis,’ explains Egger. ‘In the future there will be more variations like this E-tron treatment, which was inspired by the cooling ribs of a high-tech electrical device. Another area the brand intends to zoom in is advanced lighting technology. Although laser lights are undeniably the next big thing, the Allroad concept demonstrates its proximity to the new TT by featuring

Audi is contemplating Allroad derivatives of all its models, from the small A1 to the A7 Sportback

S N E A K P R E V I E W

Audi Allroad Shooting Brake ItalDesign as Mr Fixit, leaving Mark Lichte to administer the marque’s new look. This car is basically his briefi ng note. The fi rst thing you notice when you see it in the fl esh is how compact it is. The wheelbase is 90mm shorter than the footprint of a three-door A3, the length matches that of the current TT, the height exceeds the A3 cabriolet by a scant 15mm. While the driver and front-seat passenger enjoy enough leg- and headroom, space in row two is very tight. The Allroad concept is really a coupe in disguise, although the lithium ion batteries which sit low down in front of the rear axle don’t seem to

Extra ground clearance and underbody cladding make it a theoretical Allroad, but you wouldn’t want to cross even a verge on these Michelin Pilot Sport tyres

It’s not only the drivetrain that’s a hybrid, the whole car is a crossbreed. In which case it’s no mean feat to make it look this cool

117JUNE 2014 I ENJOY A YEAR OF CAR MAGAZINE FOR JUST £29.99. GREATMAGAZINES.CO.UK/CAR

LED matrix headlamps. In addition to high-beam and low-beam, the daytime running lights and the taillamps also boast LED elements. As far as the Allroad aspect goes, we chose more prominently fl ared wheelhouses to underline the dynamic character and larger contrasting elements to visually reduce the volume of the body.’

I climb inside, adjust the alcantara-trimmed bucket seat and the new-look steering-wheel with the squared off bottom and the unusually small shift paddles. What you see and feel from this position is about 90% new TT. Unique to the show car are the approach sensors in the air vents which make the control knobs pop out when you need them, and the motorised centre console which adjusts to the length of the driver’s right arm. Gear changes are either by shift paddles or via the short joystick. The MMI touchpad is pure production TT, as are the small solid metal toggle bars which access sat-nav, phone, radio and other infotainment functions.

Audi’s pride and joy is the brand-new crystal-clear full-colour 12.3in TFT display. In terms of thematic diversity, visual perfection and optical clarity it leaves almost nothing to be desired. True, most of the time you will prefer the classic readout with analogue rev counter and speedometer paired with a digital gear indicator and a digital mph display. But select Sport and the tach will double in size in an environment that changes colour when the redline beckons. Sat-nav summons a huge map with the available imagery stretching from the close-up of a megacity intersection to a full-width panoramic

STEPPENWOLF (2001)Born to be wild? The Steppenwolf was way ahead of its time, mashing TT coupe design cues with a high-riding crossover chassis

AVUS (1991)J Mays-designed supercar showcased aluminium tech for future A8 limo, and offi cially had a 6.0-litre W12 engine good for 211mph. Not really!

AVANTISSIMO (2001)Ever wondered what an estate (or Avant)-bodied A8 would look like? This is it. Gorgeous cabin made it to 2004’s A8 almost unchanged

NUVOLARI QUATTRO (2003)Though its 591bhp V10 hinted at Audi’s upcoming Lamborghini engine tie-ins, the Nuvolari actually previewed the A5 coupe

LE MANS QUATTRO (2003)Aluminium chassis, magnetic dampers and a Gallardo V10 engine featured on this R8 forerunner. Production R8 was even prettier!

SHOOTING BRAKE (2005)Design study for a two-door TT estate was considered for production, but doubts about profi t margins killed it off in 2007… until now?

S I X OF T HE BE S T

A UD I CONCEP T C A RS

You can fi ddle with the interior lighting to suit the mood. Choose from Modern, Classic, Ambient or Dynamic

mountain range. In off -road mode, the pictogram is complemented by detailed information like steering angle, fording depth and the gradient of the next descent. Select Hybrid, and the monitor will show a large power meter fl anked by charge and boost bar graphs and a range display.

Theoretically, the Allroad has enough ground clearance and suffi cient underbody cladding to leave the beaten track, but the 255/40 R19 Michelin Pilot Sport tyres lack even modest off -road talent, the ramp and departure angles are simply too vulnerable, and the long-legged transmission is geared exclusively for on-road use.

Aesthetically, however, the Allroad treatment is quite appealing, so perhaps better all-round protection, all-season tyres and a stacked suspension are all it takes to make this a commercially viable proposition. In the long run, Audi is contemplating Allroad derivatives of all its models, from the small A1 to the near full-size A7 Sportback.

So, if there’s a single thing to take away from this multi-faceted mule it’s surely this: of the next wave of Audis, starting with this year’s new TT, many will be shaped – and powered – like the Allroad Shooting Brake. Another genre-bending TT concept: p22

AUDI ALLROAD SHOOTING BRAKE CONCEPT

Engine 1998cc turbocharged 4-cyl, 292bhp/280lb ft, + 8.8kWh electric motor,

combined: 408bhp/479lb ftTransmission Six-speed dual-clutch, 4wdPerformance 4.6sec 0-62mph, 156mph,

148.8mpgWeight/made from 1600kg/aluminium/

carbonfi bre reinforced plastic


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BMW M4 Coupe vs 911 & F-type

M4 GOES

TO WAR

BMW might have hoped we’d wheel out the creaky Merc C63 or audi Rs5 to greet its confusingly

renamed M3 Coupe. nah. if it’s going to be Coupe King, here’s

the test it’s got to win


WORDS: Ben Barry I PHOTOGRAPHY: John Wycherley


Have you ever heard an M3 CSL suck air through its carbonfibre induction system? It’s berserk, like a Tasmanian Devil pausing for breath during a whirlwind rampage. Or the outgoing V8 in the e92 M3? What an engine! It sounds feral, like it needs chaining down and putting in an exclusion zone. If I were a suit in Brussels, I’d have certainly banned it.

Maybe someone in Brussels did get wind of it, because the V8 signalled the end of an era. naturally aspirated BMW M engines are now extinct, M Division turning to downsized turbocharged motors to save fuel and cull emissions, and bring its engines in line with upcoming legislation.

So now we get a 3.0-litre twin-turbo straight-six with response and power

and extra frugality. It makes 425bhp and 406lb ft, returns 34mpg and emits 194g/km, which compares rather favourably with the eight’s 414bhp, 295lb ft, 23.7mpg and 285g/km.

The numbers say it’s a no-brainer, but the way the M4 makes that power and the music it plays while doing so means a large chunk of the M Division magic has vanished. The question is, do the benefits outweigh the negatives? up here in the hills above Faro, Portugal, I’m not so sure.

Press the starter button and the M4 – the coupe is the M4 now, the M3 the saloon – coughs to an uninspiring idle and zeeeeewws round the dial with a prod on the throttle like a Hoover that’s been to Superchips. use part-throttle and you’d think you’re driving a powerful turbodiesel, an M40d perhaps.

The new straight-six churns out its 406lb ft from 1850rpm to 5500rpm and you feel a large percentage of it kick in from 2000rpm, where every other M3 engine made you get up on tiptoes to reach peak torque. So while the tacho will rev to 7500rpm, the reality is you’ll shift earlier. It’s like planting a union jack at everest base camp then heading home; the old M3s made the climb to 200rpm shy of the redline the whole point, so you could taste the oxygen at heady heights, take in the view with your eyes on stalks, then come back down because it was all a bit scary.

I know I need to give the M4 time, to properly understand and explore it, so I keep driving, mind open, foot tapping out different tunes on the accelerator. But it’s an inauspicious start.4

M4 pulls off the unlikely trick of turning Ben ‘Rev Limiter’ Barry into an arch short-shifter

Polished 19in rims, tricksy M-badge/air duct interface, paintjob with matching calipers for optional carbon-ceramic brakes…


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IT ZEEEWWS ROUND THE DIAL WITH A PROD ON THE THROTTLE LIKE A HOOVER THAT’S BEEN

TO SUPERCHIPS

Controversy may be raging under the skin, but the skin

itself is line-perfect


the engine’s a shock if you’ve always bought into M’s high-revving naturally aspirated philosophy, but this is defi nitely an M3; gah, I mean M4.

The question is, is this new breed of M car as involving as the very best performance machines? We’ve brought along two rivals to find out. now, yes, the Mercedes C63 could have been here, as could the Audi RS5, but those cars are in their dotage, and the outgoing M3 consistently beat them. They’d be cannon fodder.

THaT’S WHy We’ve pitched the M4 against the Porsche 911 Carrera S and jaguar F-type V6 S Coupe, rosy-cheeked sports cars that’ll be a genuine alternative for some M4 customers and a benchmark for exceptional

dynamics. unlike the M4, the Porsche 911 hasn’t yet succumbed to the forced-induction craze, so you still get a naturally aspirated fl at-six crammed behind those occasional 2+2 rear seats. On paper, this looks foolhardy, because even though the Porsche’s asking price towers over the £59k M4 at £83.5k, its performance fi gures wilt in comparison: 394bhp and 325lb ft plays the M4’s 425bhp and 406lb ft, plus the M4 easily bests it in terms of fuel effi ciency and emissions.

But you’ll forgive all that when you’re behind the 911’s three-spoke wheel. You sit down low on comfortable, supportive seats, legs positioned straight out in front of you, steering wheel framing an instrument binnacle like a royal fl ush, the large rev counter taking pride of place in the centre with a 7600rpm redline. everything you hear and feel in the 911 reinforces the fact that you’re driving a precision machine: from the fl atulent mechanical pulsing of the idling fl at-six, to the clutch pedal that you press and release like you’re doing light reps on the leg machines at the gym, and the way the fi rm brake pedal bites to line up exactly with the accelerator, perfect for heel-and-toe. And you can still heel-and-toe in the 911; our test car comes with the seven-speed – yes, seven – manual gearbox, which slots with that same slick, precise weighting and adds more immersive involvement to the driving process, never mind that the dual-clutch PDK is faster or more frugal.

And as soon as you experience the way the fl at-six gathers revs from almost nothing and then revs to the stratosphere, you just know that you’ll happily trade a few more mpg for the extra enjoyment of naturally aspirated bhp. I’d call the performance fi gures cautious, too: winding out a Carrera S is like being punted up a drainpipe strapped to a fi rework.

On a twisty section of road in between two tighter corners, the comparison with the BMW is revealing: the M4 exits the fi rst corner in second gear, accelerates furiously and demands4

YES, THE ENGINE’S A SHOCK, BUT THIS IS DEFINITELY AN M3;

GAH, I MEAN M4

A day earlier, I’d picked up the keys at a fl ashy hotel near Faro, then stepped out into the sunlight to see a row of M4s lined up for inspection, all glinting tailpipes and polished 19-inch rims, like recruits on parade at an army barracks.

Despite the ructions under the skin, the M4’s skin itself remains reassuringly familiar: quad exhaust pipes, carbonfi bre roof, a CSL-style bootlid that arcs like the rising sun and a front end that’s angrier than jaws with a harpoon in his arse. Looks great to my eyes, maybe a bit gaudy to the more cultured.

Climb in and you sink low – lower than in the V8 – into excellent sports seats that are sensational before your backside’s even touched down on leather, all taut lines and lean and wiry architecture that’s suggestive of lightweight tech. Then you snuggle in, noticing the fi rm, canted-forward headrest, the way the seats hold you subtly just above the waist. I’ll take mine with the optional part-leather, part-technical fabric, please.

every time you crank the engine, the M4’s various drive modes – arranged with a three-stage logic to mimic the new M5 – default to efficient throttle, Sport dampers and Sport steering, which is a bit like the DAB defaulting to Rutland Radio when you want 6Music. efficient gives the throttle a hit of horse tranquiliser, Sport strikes a good balance – on these roads at least – for the suspension, but it also adds an unfortunate sticky insistence to the steering’s keenness to self-centre; Comfort steering is perhaps a tad over-light, but it’s at least fluid and natural, if lacking in feel. Thankfully, the M1 and M2 buttons on the steering wheel allow you to pool your preferences: one for the daily drive, one for naughtiness. Allocate the choices to either button, then just press the one that fits your mood when you start the engine.

I go for Sport Plus throttle, Comfort steering and Sport suspension, then turn off all the stability control because fi rst impressions suggest this M car is as benign and balanced as its predecessors. Take it by the scruff of the neck and the M4 comes alive: the lack of body roll, the togetherness and bite from the front end, the super-swift steering, the way you loosen the rear end with a dose of throttle and exit a bend all crossed up. Yes,

3.0-litre twin-turbo straight-six suffers from a slight case

of premature torque delivery

Quad pipes, CSL-style bootlid, impossibly complex bits of aero… you can’t accuse the M stylists of not trying


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Okay, BMW, if you want it to be a coupe in its own right then here’s a couple of coupes it needs to compete with


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THE M4’S OPTIONAL CARBON-CERAMIC BRAKES ARE AS GOOD AS ANYTHING I’VE EXPERIENCED ON A PORSCHE OR FERRARI

Smashing low seating position, pedals perfectly placed, and steering Better Than We Remembered

Brilliant sports seats and super-

quick steering, but drive modes default

to ‘Effi cient’ every time you fi re it up


third before the next kink; when you back off for that corner there’s a kind of runaway, force-fed momentum that makes it difficult to mete out exactly the right amount of power. You come out of that same corner in second in the 911 and although peak power in the two cars is available north of 7000rpm, the fact that the 911 doesn’t achieve its ultimate power until near that point – where the M4 spreads it from 5500rpm – encourages you to hold second gear until the entry of the next corner, and when you do back off, the engine braking is so predictable that you feel much more in control of the process of cornering.

It’s diffi cult to single out one area of the 911 for praise, because it’s just such a cohesive package. We’ve criticised the steering before, but I’m either acclimatising, it’s getting better or these roads are a little rough, because I love the consistency of the weighting, the ratio and the info that’s coming up the rack.

The chassis is sublime. 911 fans have complained that this generation with its 100mm longer wheelbase lacks the fi dgety communication of the older cars, but apart from the old GT3, I prefer this slightly calmer, more mature dynamic. The ride is compliant, the body control excellent, the front end always seems to bite, and the rear always fi nds traction.

The M4 only really monsters it under braking, but that’s because we’ve got the optional carbon-ceramic brakes – a fi rst for the M3/M4 – and they are sensational, as good as anything I’ve experienced on a Porsche or Ferrari, with instant bite and an almost supernatural ability to wipe off speed that requires a complete recalibration of the possible.

For all the 911’s composure and competence, there’s still a friskiness at its core, a sense that the car pivots at a point close to your knees and that the back end is on the cusp of sliding just a smidge to indulge that process. Dig deeper and you’ll tap into an experience like no other. Drive hard at a corner, brake hard, throw the steering at the apex like a magician pulling away at tablecloth and then accelerate hard and the revs will soar and the rear Pirelli P Zero Corsas finally let go. It brings to mind apochryphal 4

THERE IS no poor relation in the M3/M4 family. I drove both on different days and different settings – one on road, the other on track – and they felt all but identical. Which, says BMW, is how it should be.

There’s a scant 5kg between their kerb weights, the weight distribution fractionally favours the saloon, the centre of gravity, the coupe. But they were set up to feel exactly the same, to deliver the same ride and handling characteristics, the same (rather boorish) sound. To be the same car, except that one prioritises style, the other, practicality.

Both get the sexy carbon roof skin, but the coupe needed some aero help at the rear to match the saloon’s downforce, so receives a specially shaped

carbon bootlid instead of the M3’s plain metal item. They both get the same bucket seats too, the only difference being the tilting mechanism is missing on the saloon’s. The last two generations of M3 seats delivered on comfort and support, but looked about as sporty as a chaise longue. The new ones look as good as the stuff you get in an AMG or RS Audi, but, even better, they’re mounted much lower than they were in the last car. For the fi rst time in years you feel like you’re sitting in the

M3, not on it.There’s no doubt that

the M4 looks the sharper of the two, but its saloon counterpart has real presence. Those taut rear arches bulge like Lou Ferrigno in Bill Bixby’s shirt, and together with the bonnet hump and quad exhausts (real, no plastic chrome dummy tailpipes here) make it everything the M5 ought to be but isn’t. Short of a wagon version that BMW swears isn’t coming, this M3 has to be the ultimate family supercar.CHRIS CHILTON

M3 vs M4 – spot the difference

Another ace cabin, and the

best steering here, which is saying

something. Jaguar right on par with

the Germans

Jaguar just shades BMW in the all-important Complicated Frontal Aero Intake Test. Porsche, for once, left for dead


stories of 930 Turbos disappearing backwards through hedges, but the reality is that while a 911 needs big speed to broach its limits, what happens on the other side of them is so progressive that you feel encouraged to do it until the tyres peel off the rims.

But the jag’s an easier car to make dance. You’ll pick up an F-type R for similar money to the Porsche, one with a supercharged 5.0-litre V8 that makes a huge 542bhp and 502lb ft. But the supercharged V6 makes an even more compelling alternative to the M4 because it carries only a £1k premium at £60k; it’s also a very tempting alternative to 911 owners because it looks just as good as any other F-type, makes more power than a vanilla Carrera, and yet costs £13.5k less. It makes 375bhp, 339lb ft, returns 31mpg and emits 213g/km, all, like the Carrera S, off the M4’s class-leading pace.

Given BMW’s engine wizardry, that’s not too surprising. Rather incredibly, though, the two-seat, all-aluminium jaguar is around 200kg porkier than the Porsche, and 60kg heavier than the M4. You’ll need a young family in the M4’s four seats to tip the scales back in the jag’s favour.

But after the sterility of the M4’s engine the jag’s abundance of character is almost shocking, as the V6 erupts and a purry fl ourish of rpms washes through its trumpet-like exhausts; the sound of heavy shelling reverberates in the distance when you fi nally release the volume pedal. Keep it in the mid-range and there’s a characterful, slightly melancholy warbling, like Chewbacca crooning to a long-lost Mrs Chew.

String together a series of bends and you notice how

incredibly responsive the F-type’s front end is, seemingly untroubled by the hunk of metal over the front wheels; the balance feels closer to your knees than you’d expect given the physics at work. The steering is quick and meaty, the most satisfying helm to twirl of all our contenders, even if you can mark it down for outright feel.

The jag doesn’t feature the same spread of buttons to endlessly configure the driving experience as the Porsche and BMW, instead choosing just a default mode and a sharper, confident Dynamic mode that tweaks the steering, suspension, gearbox and throttle with a single push, but can be personalised to your preferences.

AFTER THE STERILITY OF THE M4’S ENGINE THE

JAGUAR’S ABUNDANCE OF CHARACTER IS

911 has that rear-engined stability that lets you sashay through fast corners like a naturally aspirated Len Goodman


g i a n t t e s t


In the default mode, the F-type feels more unsettled than the 911 on its adaptive dampers, but also stand-out softer, and while Dynamic deletes some of that roll from the equation with little negative impact on ride quality, its underlying softness still lingers. exploit the super-fast response from the front end and you can actually use the roll to unsettle the F-type and provoke oversteer. But mostly it just feels like an extremely agile and compliant sports car that’s a little too soft, but still fl ows through bends with real polish.

When we tried a head-to-head acceleration test in third gear on the motorway, the F-type disappeared in the M4’s rear-view mirror like it’d run out of bungy cord; on a twisty road the M4 can’t translate that advantage, because it’s simply not as nimble.

You might crave the jaguar V8, but the supercharged V6 is tuneful and flexible and packs a decent turn of speed; where you have to remind yourself to push through the M4’s mid-range torque to get to the good stuff at the top of the revs, the shift point feels more natural in the F-type, the interaction more organic.You’ll be shifting pretty frequently though: on the same short straight that has the seven-speed 911 in second and the M4 driver reaching for third, the F-type hits the fourth of its closely stacked eight ratios. Luckily, the torque converter is no slusher: it locks up early to shift sharply, and every time you pull the bronzed paddles for another gear it rams home like a slap round the chops, yet all of the torque converter’s civility is retained at low speeds.

It’s a great drivetrain, but what I really want from the F-type is more connection from the chassis. It feels a little aloof, like 4

GREG LEWIS/DR PASTY-SMASHER OMELETTEAsda worker Lewis changed his name by deed poll after canteen food-fi ght inspired bet. ‘To be honest, I thought it wouldn’t be real.’ D’oh! FAILURE!

MARATHON/SNICKERSAssociating an unhealthy choc bar with long-distance runners was shrewd, changing it to rhyme with knickers less so. But TV ads brainwashed us in minutes. SUCCESS!

FORD ESCORT/FORD FOCUSA switch to front-drive couldn’t hurt the ’80s Escort, but then Ford removed its independent rear suspension. Bingo! A new car and a new name – Focus – was the only solution. SUCCESS!

SEAN COMBS/PUFF DADDY/P DIDDY/DIDDYWith every combo of letters available to him, hip-hop star Sean Combs somehow settled on Puff Daddy as a stage name, which sounds like a breakfast cereal. A change to P Diddy confused fans, so Combs switched to Diddy. FAILURE!

DAEWOO/CHEVROLETHow do you give a Korean crapbox sex appeal? By putting a badge associated with US muscle cars on it! Customers really are that stupid. Oh, no they’re not… FAILURE!

INFINITI Q50/GWe’d just got our heads around Infi niti’s G/M/EX/FX naming logic when Nissan got bored. We thought the Q50 would be a 5.0-litre off-roader; actually a four-pot saloon. Daft. FAILURE!

6 other risky name changes

Take the M4 by the scruff, inject a dose of right foot, and it comes alive like a, well, like an M3 of old


it’s sitting on top of the road rather than keying into it. For that reason it doesn’t – not quite – match these two Germans today.

nonetheless, both the 911 and F-type have set their bar high when I climb back into the M4. It’s late now, the straight-six gulping down the cooling air, the roads deserted, and I’m starting to gain in confidence, pushing harder and pinning the accelerator early to feel the M4’s rear Michelins fizz over the coarse road surface as the diff locks up and the front end bites hard.

I start with the dual-clutch transmission in the third of its three modes – the old V8 had an unnecessary five, with a secret sixth level when you knocked off the traction control – but when you hold the gear to the redline, the shift hits home with a thunk and there’s an extra wave of torque that breaks at the end of the change, producing a strange additional pulse. I prefer the second setting: crisp and quick, but without that extra burst of torque. The shifts themselves feel no quicker than the V8’s though.

After a few minutes’ hard driving, the rubber becomes incredibly sticky, but the M4 remains trademark throttle adjustable, and far more progressive than the grip, grip, griiii… SLIDe of the turbocharged 1-series M Coupe, M Division’s brilliant and boisterous little warm- up act for the M4. The M4, in fact, is more of a compact M5 in character. In the faster corners where you reach the limit of adhesion and simply keep your foot in and feel the rear break away slightly, it’s all very progressive, but in the tighter ones, the corners where you break the rear tyres loose and feather the throttle – wap, wap, wap, waaaap – to balance the slide, it all gets more frantic than it would in the V8; the throttle response isn’t quite

as precise, so you end up sawing at the wheel.Still, it brings out the best in this impressive engine. Like the

M5, the top end of the rev range intensifi es in pitch and intent, and when you do back in and out of the throttle, the staggered cylinder cut that keeps the turbos spinning adds some little thunderclaps; not as loud as the M5, but they add theatre.

After two days I’m starting to get the M4, but as the sun disappears and we head back to the hotel, I’m still not totally convinced. The M4 is a great car to drive, but it feels like a car built to hit numbers – weight, torque, powerband, lap times – rather than push a driver’s buttons. It makes me pine for the crispness of the hugely expensive M3 GTS of a few years ago with its sharp chassis, snappy gearchanges and an engine that soared and revved and made you work for every last drop of bhp. I also think the 1-series M – which was knocked out in a hurry with bits that were found lying around the workshop – has more personality and is more engaging to drive, even if – or perhaps because – it feels scarier at the limit.

More than ever, I think this generation of M4 is crying out for the hardcore version that BMW sporadically wheels out, like the Sport evo or the CSL or the GTS of years gone by. It doesn’t need to be faster or more powerful, though undoubtedly it would be, it just needs to add extra driver connection: more steering feel, sharper gearshifts, a more compelling engine note, a stronger sense of connection between the car and the tarmac.

Good car, this M4, but for now I’ll take the 911. Follow me on Twitter @IamBenBarry

g i a n t t e s t


Porsche and Jaguar have set this bar high – can a fi nal late-evening blast in the M4 win it the laurels?


THE M4 IS A GREAT CAR TO DRIVE BUT IT FEELS BUILT TO HIT NUMBERS RATHER THAN PUSH A DRIVER’S BUTTONS

JAGUAR F-TYPE V6 S

Price £60,250On sale Now

Engine 2995cc 24v supercharged V6, 375bhp @ 6500rpm, 339lb ft @ 3500-

5000rpmTransmission Eight-speed

auto, rear-wheel driveSuspension Double

wishbone front, multi-link rear

Performance 4.9sec 0-62mph, 171mph,

31.0mpg, 213g/km CO2Length/width/height 4470/1923/1309mm Weight/made from 1594kg/aluminiumRating ★★★★★

BMW M4Price £59,145On sale Now

Engine 2979cc 24v twin-turbo six-cylinder, 425bhp @ 5500rpm-7300rpm, 406lb ft

@ 1850-5500rpmTransmission Seven-speed dual-clutch, rear-wheel driveSuspension MacPherson strut front; multi-link rearPerformance 4.3sec

0-62mph, 156mph, 34.0mpg, 194g/km CO2Length/width/height 4671/1870/1383mm Weight/made from

1537kg/steel, aluminium, carbonfi bre

Rating ★★★★★

PORSCHE 911 CARRERA S

Price £83,545On sale Now

Engine 3800cc 24v fl at-six, 394bhp @ 7400rpm, 325lb ft @ 5600rpm

Transmission Seven-speed manual, rear-wheel drive

Suspension MacPherson strut front; multi-link rearPerformance 4.5sec

0-62mph, 188mph, 29.7mpg, 223g/km CO2Length/width/height 4491/1808/1295mmWeight/made from

1395kg/steel & aluminium Rating ★★★★★

S TA R R I N G B M W M 2 3 5 iM E R C C L S S H O O T I N G B R A K E S E AT L E O N L E X U S I S 3 0 0 h S U B A R U B R Z V W G O L F G T I V W U P R A N G E R O V E R B M W 4 2 0 d K I A P R O C E E D G T A U D I R S 6 A VA N T C I T R O E N C 4 P I C A S S O R E N A U LT S P O R T C L I O J A G U A R F -T Y P E

OurCars

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BMW M235i by Chris Chilton

Ups Concentrated bundle of rear-drive joyDowns Two punctures to start the relationship

LOGBOOKBMW M235i

Price £34,350As tested £42,020Miles this month 2471Total miles 5912Our mpg 28.9Offi cial mpg 34.9Costs £344.52 (2 tyres)Fuel this month £527.83

Month 1 HELLO


DAYS JUST HAVEN’T been quite so sunny in the Our Cars pages since we lost the old 1-series M Coupe a couple of years back. Eschewing the tech overkill that blights the M5, there

were no buttons to adjust steering or damping, just a simple six-speed manual gearbox, and a packet of Handy Andys in the door pocket to wipe the tears of laughter from your eyes (and the occasional joyful ones) when you managed not to crash during one of its spiky oversteer transitions. Its successor will be along in a year or two, badged M2 to refl ect BMW’s new naming strategy (even numbers for all coupes and cabrios). While we wait, here’s the next best thing: the M235i.

Essentially a coupe version of the existing M135i hatch, it’s another of BMW’s M Performance models. Not quite a full-blown M car, but not far off. It’s the only 2-series to come with more than four cylinders, motive force coming from a 3.0-litre turbo six developing 322bhp and 332lb ft of torque. You can opt for the excellent eight-speed ZF auto if you like, but we’ve saved £1825 by keeping the six-speed manual. There aren’t many major league performance cars still available with a manual ’box, so we should enjoy it while we can.

And this is very defi nitely major league performance. Sixty-two is done in 5.0sec (4.8 with the auto), but it feels way quicker, and the power delivery is superb. This is no all-or-nothing motor, only useful when the blower’s spooling. There’s grunt everywhere, it likes to rev, wails like a proper old-school BMW six, and apart from the tiniest bit of lag, you’d barely know it was ’charged at all.

Certainly not by looking at it. The 2-series is a pretty ugly pup anyway (why does BMW fi nd it so hard to design a decent looking car these days?) and the M bits are far too demure. Eighteen-inch wheels? They look like they’re off a golf cart and there’s no option to upgrade. The car did arrive fresh from a little splurge in the options section, however. Leather seats are standard (a pity, as the honeycomb cloth and Alcantara seats in the continental versions are way cooler), to which was added the excellent ‘Professional’ widescreen nav (£1890), adaptive M Sport suspension (£515), and Visibility Pack (adaptive xenons and high-beam assistant for £390), plus £550 for Estoril Blue metallic paint.

The M235i already costs £3415 more than its M135i hatchback cousin, and those morsels pushed the price of our car from £34,250 to £42,020. Two more extras we would like include an extra dollop of steering feel (it’s good, but not outstanding) and a limited-slip diff. The mechanical grip is so good you don’t need one in the dry, but wet roads would be more fun and predictable with both rear wheels doing the driving. There will be an LSD option from mid-year and BMW has promised to retrofi t one to our car.

We look forward to that, but there’s plenty of fun to be had even in standard trim. Which is why you might have seen this exact car battling Porsche’s excellent Cayman on the cover of April’s magazine. In the fi nal reckoning, the Porsche predictably delivered a more convincing sports car experience (and managed to avoid the freak double-puncture that befell the BMW), so won the fi ght. But until Porsche makes a £40k Cayman 2+2 this is as good as with-kids thrills gets. The Our Cars outlook for the next few months is seriously sunny - with occasional patches of black fog.

I’m on Twitter @chrischiltoncar

Our M235i chases Porsche Cayman during our April cover shoot. Little to choose!

It’s not a modern BMW if it hasn’t got a magic switch to transform steering, throttle etc

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Our Cars

catapulting me towards home, and yes, it was one of my quicker journeys. The fun quotient, however, we could debate.

Borrowing another model from the same range by way of comparison is standard Our Cars procedure, but in this case there was an agenda: Mercedes wished to replace our winter tyres with a spangly set of summer-ready Contis, and (before certain readers and one particular editor begin complaining) were deaf to the suggestion that we did it ourselves, like an owner might. They offered a taste of full-phat AMG in CLS Shooting Brake guise while we waited, perhaps in a bid to prove that the ‘AMG’ part of my car’s unfeasibly long

ON REFLECTION, THE wheelspin should not have come as a surprise. With 557 horses stampeding

towards the road through the tiny aperture offered by two rear wheels there was always going to be a bit of argy bargy. The fi gures however, weren’t readily to hand when I hit the on-ramp to the A1 for my routine journey home. Had I checked beforehand I would have realised that this CLS63 AMG has a ridiculous 292bhp more than my long-term 350 CDI and – even more astonishingly given my car’s willing mid-range grunt – 73lb ft more torque.

So, yes, the back end scrabbled and shimmied a bit before spooling up and

Ups The joy of sitting slap-bang in the range’s sweet spotDowns The weedy gearshifter and lack of starter button

Merc CLS Shooting Brake by Greg Fountain

Month 3

LOGBOOKMERCEDES

CLS350 CDI AMG

SPORT SHOOTING

BRAKE

Price £56,025As tested £58,630Miles this month 1151Total miles 4162Our mpg 36.1Offi cial mpg 47.1Costs NoneFuel this month £217.68

NOT ONLY HAS the new Leon’s exterior design now come of age, but the interior is also far more appealing in its new-found homogeny. Still clearly cantering from the VAG stable albeit, it no

longer feels like a hand-me-down from previous generations of Golf.The seat’s entirely comfortable, the driving position fi rst class, and the

Ups New-found interior appeal… Downs …with minor glitches

Seat Leon by Anthony ffrench-Constant

LOGBOOKSEAT LEON FR 1.4

TSI 140 PS

Price £19,565As tested £21,055Miles this month 818Total miles 1417Our mpg 39.6Offi cial mpg 54.3Costs None Fuel this month £119.49

Month 3

instrumentation a paragon of clarity and effi ciency. Largely. Because – though the family still thrills at details such as a centre screen that, with a positively Jeevesian on-board-butler prescience, is movement-sensitive to the approaching digit – we have unearthed a few glitches…

The fi rst concerns the driver’s door hinge which, irritatingly, boasts only one intermediate stop position; that one which makes it impossible for the hastily constructed to shoehorn themselves in or out without liberal applications of mud both to door card from right foot and to buttocks from B-pillar. From there, the door fl ails, unhindered, straight to feeding-whale-shark status. And that matters more in a town sporting car parks which all slope like Jimmy Carr’s shoulders.

The second is an ignition barrel installation angle so ill-considered that to insert the key and fi re the engine in one movement requires a suppleness of wrist reserved for relentlessly solo practitioners of the priapic arts. Thirdly, on start-up in the rain, a harrumph-inducing wiring loom Horlicks spurns the re-awakening of wipers previously abandoned in ‘auto’. Bizarrely, the column stalk must be biffed out of ‘auto’ and back again to stir the blades…

Such details are unlikely to drive us dotty. One thing that already does, however, is a reversing light boasting all the candle-power of, um, a candle. In an age of headlamps powerful enough to send stunned wildlife tumbling from the trees, it’s lunacy to have to left-foot brake down a dark lane in the hope that the additional rosy glow might free my reversing from its large-scale-demonstration-of-Brownian-motion shackles.

Niggled muttering a vast improvement on rabid teeth-gnashing

Column-mounted stick-shifter presumably pleases plump Americans. But not plump Brits

AMG swaps subtlety for a starter button and a very nice gear-shifter


Icy, boiling, icy, boiling: touch-sensitive temperature control takes a while to master

Ups Discovering secret cabin delightsDowns Dated footbrake, plastic paddles

Lexus IS300h by Ollie Kew

LOGBOOK LEXUS IS300h

Price £33,495As tested £36,100Miles this month 1971Total miles 7329Our mpg 34.5Offi cial mpg 60.1 Costs None Fuel this month £274.99

Month 4

SO, BEN P SIGNED off his report on the IS300h last

month with a mournful thumbs up for its interior, doing

its best to offset the car’s thoroughly un-UK-motorist-

friendly drivetrain. And that seems a good place to pick things up,

because besides cooing over the IS’s low-slung driving position

and BMW-shaming material tactility, there’s some true attention

to detail inside the IS – a sense of occasion no rival can match.

Normally, I pride myself on learning the geekiest intricacies

of in-car features, largely so I can embarrass their owners. ‘Oh

Steve, you haven’t tried the RS Clio’s launch control mode yet?

For shame!’ But until I prodded the ‘multiple window’ button on

the IS’s steering wheel, I was completely unaware its central

instrument display shuffl es six inches right in a motorised whirr,

as per the LFA supercar’s trick dash. Besides the novelty, the

benefi t is opening up a larger ancillary screen for navigation,

entertainment and trip computer readouts, supplementing

the central screen. It’s a lovely piece of titillation that actually

becomes rather useful when cycling through playlists or

approaching a nasty junction.

Same goes for the touch-sensitive strips that change the

climate control temperature. Stroke for a big change, or simply

tap the cool metal to jump up or down half a degree. Sounds

gimmicky, but it’s just as intuitive as an ugly rubberised knob, and

much more aesthetically pleasing. What else would you expect

from a car maker which slows the closure of its products’ electric

windows so they don’t ‘THUNK’ upon sealing? A 3-series can’t

hold a candle to it. Can anything else? Ask again in June when

the new Mercedes C-class arrives in Britain.

Follow me on Twitter @OllieInGear

name serves mainly as a name-lengthener.The faster CLS (in white) is £27,055 more

expensive than our car (in black) – money which could arguably be more wisely spent on Mark Walton’s Golf GTI. Or a deposit on a house. The white car swaps our six-pot diesel for a 5.5-litre V8, which sounds proper snarly and hastens the horizon quicker than a decent pair of binoculars, but the overall effect is lost on me. The car lacks the haptic delicacy of our CLS, placing baseball-bat bluntness ahead of minutely engineered precision on its priority list. It’s a shame, as the AMG magic wand knows a few tasty spells, but here they’ve just overdone the sauce, drowned out the fl avour with heavy handed condiments.

And, when you shrug off the A1 in favour of some corners, all that rear-end drama gets a bit much. This isn’t delicious rear-wheel-drive chicanery M3-style, but bloody hard work. Basically, if you want to feel your rear tyres breaking grip you’d rather they weren’t quite so far away. Until now I’ve thought of the

Shooting Brake as a big car that drives and handles like a smaller one. A Good Thing. AMG has made it feel more like the near-5m-long, near-two-tonner it inescapably is. A Not Good Thing.

So, I’ll stick very happily to my turbodiesel, which is every bit as fl ighty as an estate car needs to be. That said, it does miss a couple of tactile open goals, both of which the white car tucks confi dently away. The fi rst is the starter

button; my car requires the so-last-decade labour of key-insertion and key-turning (what is this, a North Korean gulag?) while the 63 AMG wears a shiny, can’t-miss-it alloy starter button. The second is the white car’s neat, centre-set gearstick, the stand-in for which in my car is a creaky old column-shifter to the right of the steering wheel, which often confuses me into reconfi rming the selection of Drive mode rather than turning on the wipers.

Still, the new tyres are an absolute whizz, giving the ride quality a transformation so complete even its own mother wouldn’t recognise it. The effect is a bit like the whole HD telly thing – what you had before seemed fi ne, but once you experience the change it’s impossible to imagine you lived without it. Of course the winter never showed up (a pity in some ways – I’ve recently moved to a hilly town and wanted to test the benefi ts of winter rubber). Let’s hope global warming doesn’t give us snow in June – I’m on the wrong tyres.

Follow me on Twitter @GregFountain1


AFTER FOUR months in my care, our long-term-test Subaru BRZ has gone back. The greatest

compliment I can pay it is that it did exactly what Toyota and Subaru intended it to: namely to remind us of Toyota’s cultish AE86 coupe, usually known as the Hachi-Roku, or 86 in Japanese. I say ‘remind’, but that car was made in the mid-’80s, before my driving career even started. For buyers in their late 20s it’s ancient history. But I recently drove a rare unmodifi ed one, and it shares the same sweet balance of not too much power and not too much grip with the BRZ and the Toyota GT86. Younger buyers entirely raised on over-tyred front-drive hatches will fi nd this car a revelation.

The modern cars also share a ‘need to be thrashed to be fun’ with their ancient forebear. After four months the appeal of doing that wasn’t wearing off, even if the high road noise

and slightly tinny construction were starting to wear a little thin. While the outright pace of the 2.0-litre boxer engine wouldn’t threaten your licence much, you do risk points for hooliganism. You just want to reach for that traction-control button every time you start it, and enliven every dull trip with little drifts. Perhaps my least appropriate was to exit a quiet junction in a gentle slide with my pregnant, morning-sick wife in the passenger seat, en route to a scan at the hospital. Bad Ben.

Ups Ten months proves the appeal is more than temporaryDowns Hard to fi nd a replacement that’s as much simple fun

Subaru BRZ by Ben Oliver

Month 11

LOGBOOKSUBARU BRZ

2.0i SE LUX

Price £26,495As tested £27,995 Miles this month 201Total miles 9899Our mpg 30.7Offi cial mpg 40.9Costs NoneFuel this month £39.30

Haven’t seen many others with Baby on Board signs, but sprogs do fi t

GOODBYE

All this you can probably guess from our fi rst drives: what we learned living with the BRZ is that it doesn’t wear off. And you don’t need to be in a permanent drift to enjoy it. My wife, having banished me to the passenger seat on the way back, kept it in a straight line but still pronounced it generally ‘exciting’ to drive, and certainly complained less than usual when occasionally forced to swap the quiet luxury of her Mercedes C-class wagon.

Problems? Slight tinniness and the woeful but optional aftermarket sat-nav aside, nothing major went wrong. Seat comfort was just okay on long trips, but the cabin was thoughtfully laid out with decent stowage, and the rear seats easily handled a rear-facing ISOFIX child seat (‘it’s an ideal family car, dear’). Economy fell predictably short of the offi cial fi gure at 30.7mpg, and while this and the range were acceptable for a car of this type, customers swapping in from a different kind of car (and there isn’t much else like this) might

Our Cars

135GET CAR ON YOUR iPAD! DOWNLOAD THE APP NOW AT APPLE NEWSSTAND

Our Cars

LIKE MANY GOLF GTI drivers, I want our new long-termer

to be two cars in one: when I’m on my own I want it to be a

hot hatch, all pointy and racy; but I also need it to be a

practical family car that’s big enough for all our baby clobber. A

blend between Ayrton Senna and Nanny McPhee, if you can

picture that.

We’ve been out for a couple of family trips so far. Fitting the

car seat was no problem – the Isofi x bars were easily accessible

behind clip-on plastic covers – and for bigger people, there’s

plenty of leg- and headroom in the back. Things are a little tighter

in the boot: despite the new model being bigger (380 litres

in the back vs the Mk6 Golf’s 350), the VW isn’t renowned for

its luggage space. Travelling with one toddler is fi ne, because

the 70:30 split rear seat allows you to surround the baby with

luggage (and she’s too young to complain); but travelling with

a baby plus one or two more kids? We’d need to hire a van to

follow us round. Which means I need three cars in one.

Follow me on Twitter @markwalton_

Ups Massive performanceDowns Not a massive boot

VW Golf GTIby Mark Walton

Month 2

LOGBOOKVW GOLF GTI

Price £27,775 As tested £32,580Miles this month 605Total miles 2020Our mpg 28.0 Offi cial mpg 47.1 Costs None Fuel this month £129.12

Terrible sat-nav aside, this is a really good cabin. View even better through side window

BRZ proves popular with local yoof Don’t smile, the next bag’s going on your lap

As driven in Bayvatchhausen,

the German version of Baywatch

Exploring the outer envelope of the Golf GTI’s family car credentials – in Blakeney, north Norfolk

You just want to reach for that traction-control button

every time you start itWhat it’s worth

Price new £27,995(including £1500 of options)

Dealer price £23,290Private sale price £21,870

Part exchange price £20,040Cost per mile 20.5p

(£1.09 including depreciation)

be slightly taken aback by having to fi ll up often well short of 300 miles. Our logbook for nearly 9000 miles and 11 months in total on our fl eet shows 43 fi ll-ups. The fuel cost might be tolerable and predictable, but the time spent on forecourts might get to be a pain.

But did our time with the car help to answer the big Toyota-Subaru dilemma (or Scion, if you’re in the US)? I think so. I’m glad we had the Subaru. The GT86 is helping to warm up the Toyota brand, as Akio Toyoda intended, but Subaru still has a loyal enthusiast following, recent road and rally car form, and distinctive engineering (that fl at-four). I’d rather be part of that heritage than part of Akio’s marketing campaign, and I’d sooner have the rarer badge, and the badge of the fi rm that actually engineered the car. I’m no arbiter of cool, but I think the Subaru is the cooler option, and I certainly felt warmer towards this car than I would towards a Toyota.

Follow me on Twitter @thebenoliver

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We think the BRZ badge is the one you’ll be proudest of


Our Cars

Up which, sporting heated seats, air-con, sat-nav, privacy glass, upgraded stereo and leather trim, never felt like a budget ride. Despite being the cheapest member of the Our Cars fl eet by a good £2355, as tested.

But the Up was the slowest, and I won’t miss the gutlessness of 74bhp at a naughty, rorty 6000rpm. No-one – even me – expects a dinky runaround to scarper faster than a 1970s BBC personality when the doorbell rings, but spending a week driving the Up’s all-electric brother, the e-Up, confi rmed my suspicions that a dash of extra power would turn up the fun.

Though the e-Up (no Yorkshire jokes, I’ve heard them all) weighs a titanic 200kg more than a petrol one thanks to its battery pack, it’s much faster. You get twice the torque (!), and having enough poke to illuminate the long-dormant traction-control light is guilt-free fun. The front wheels’ e-motor develops 155lb ft from 0rpm, and you don’t need my B in GCSE mathematics to work out that makes for a sprightlier getaway than the three-pot’s 70lb ft at 3000-4000rpm.

That’s not where the e-Up’s novelty act ends. Though its real-world range is only about 90 miles (the petrol car managed a best of 330 miles to a tank), it’s faster, costs only a couple of quid to fully charge, and the lack of drivetrain grumble highlights just how quiet and well screwed-together the Up is. For 75% of the journeys my long-termer’s completed over the

IT’S A MEASURE OF how accomplished the Volkswagen Up is – and how satisfying it’s been to run one for ten months – that it’s

much easier to quickly reel off the short list of things I wasn’t keen on than ramble endlessly about all its plus points. The holes in the boat include the penny-pinching decision not to fi t dual electric window switches to the driver’s side door, and the Bluetooth system’s habit of cutting out and skipping during iPhone music playback. Also, I’d sacrifi ce a smidge of steering lock for a quicker rack to suit the agile, chuckable chassis, which shines when fi tted with the 15mm lower, stiffer suspension of the £480 Sport Pack modelled by this example.

Ups An engaging, immaculately fi nished little tykeDowns No time to improve the fuel mileage – it’s gone

VW Up by Ollie Kew

Month 10

LOGBOOKVW HIGH UP 75PS

Price £10,990As tested £12,640Miles this month 332Total miles 5360Our mpg 47.5Offi cial mpg 60.1Costs NoneFuel this month £45.98

GOODBYE

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Small car accommodation, big car build quality

50mpg may not be planet-threatening, but we hoped for better

Worst of all was the disappointing fuel consumption, which never cracked a 50mpg average (in fairness, I didn’t specify the fuel-saving Bluemotion pack, with eco tyres and stop/start).

Other than that, I’m struggling. During the Up’s stay at CAR I drove all of its key rivals, from its Skoda Citigo twin and the mighty accomplished new Hyundai i10 to the disappointing Vauxhall Adam, and Fiat’s evergreen 500 and Panda. All have charm, and a degree of sophistication that means city car buyers are no longer left feeling like the butt of satisfaction survey jokes. But none convinced me they were superior to my High

Chris’s favourite angle is this, the rear three-quarter. Why not tell us your favourite Range Rover angle? (if you must – ed)

Ups Size a boon on motorway journeysDowns But hair-sheddingly stressful in the twisties

Range Rover by Chris Chilton

LOGBOOK RANGE ROVER

VOGUE SE TDV6

Price £77,895As tested £87,650Miles this month 1987 Total miles 14,549Our mpg 28.2Offi cial mpg 37.7Costs None Fuel this month £411.11

Month 8

HAVING JUSTIFIED my new M235i long-termer on the grounds that I do need back seats, but rarely a big car, I suddenly found myself temporarily in need of, yes, a big car.

And the biggest of the lot in the CAR park is editor Phil’s Range Rover. Too big for the Lake District’s winding lanes, but perfect for getting there.

I haven’t spent much time in this Rangie, but the Chiltons have some form with the breed. I’d loved the 12 months I spent with an old-shape Range Rover Sport a few years back, and although I know that they’re not directly comparable, our new Vogue answered almost every one of my criticisms of it. First, nothing broke, something of a novelty, given CAR’s experience with long-term JLR products. Second, for a car that still weighs 2160kg even after its switch to aluminium, it sipped fuel as if it had been gifted the last 10 gallons on Earth. I saw high 30s on the M6 and 30mpg overall, fully loaded. And third, it actually has room for four – our reverse-Tardis Sport was so cramped it was more of a +2+2.

Yes, it’s too soggy and too slow in V6 form (V8s get more poke and Dynamic Response suspension). You could buy the new, much cheaper Sport instead, but to my eyes this thing is so much cooler.

The rear three-quarter angle is my favourite. From here the thing could easily pass as a Rolls SUV, and the feelgood factor it gives from inside is every bit the other Brit’s equal. As it should given the price. My favourite of the current Our Cars crew by a mountainous, lake-lined country mile.


IDROVE A BMW 330d xDrive Touring to the 2014 Geneva

motor show and fl ew back. The annual Swiss sortie is another

trip where the majority of the time is spent driving at the

speed limit heading in a (relatively) straight line, with stop-offs for

French cuisine (ie, French fries) and diesel (just one stop,

actually). So it was a chance to see if the 420d could be bettered

by the bigger, six-cylinder diesel BMW.

The 255bhp 3.0-litre turbocharged six-cylinder makes the 330d

substantially faster than the 181bhp 2.0-litre turbocharged

four-cylinder 420d: 0-62 is 7.3sec in the four, and a brisk 5.6sec in

the six. That doesn’t mean that the smaller diesel is a slug: it’s not

a barnstormer, sure, but when you put it in Sport mode (as

opposed to the default Normal setting, or Eco or Comfort) there’s

enough throttle response and pull to carve up traffi c. Well,

perhaps not carve up, but slice cleanly with enough response

and torque once you’ve grabbed the right gear.

At BMW’s base for the show, there was one diesel that borders on

a genuine performance coupe, with even more poke: the 435d

xDrive. Powered by the same six-cylinder diesel, it’s wound up to

308bhp – thanks to two turbochargers – as well as 465lb ft of

Ups London to Geneva on a tankDowns No traffi c light racer

BMW 420d by Damion Smy

LOGBOOKBMW 420d SE

Price £31,575As tested £38,840Miles this month 1125Total miles 11,653Our mpg 48.8Offi cial mpg 60.1 Costs None Fuel this month £146.91

Month 5

torque. It’s bloody quick. Yet I can’t help thinking that, for the £45k

ask, I’d have a petrol-slurping 435i instead, as it’s a better drivers’ car.

Which brings me back to which of these you’d want if you cover

proper miles like I do everyday: the 420d. Arriving at the show in

the 330d, we rarely used the extra grunt of the six-cylinder, apart

from leaving French tollbooths. So we would have had no less of

an experience in a 320d/420d, apart from the fact that my best

personal effort from the 420d’s 57-litre tank – 613 miles

– would’ve meant we’d fall only six miles short of doing the entire

trip on a single tank. I reckon we could have made it…

Follow me on Twitter @DamionSmy

Liam Neeson’s recent movie

Non-stop is about a fairly

successful drive to Geneva in a 420d


Electric Up is quicker and cheaper to run, but costs £19k and conks out after 90 miles

past 5300 miles (14-mile commutes, about-town errands, even working as a tracking hack on photoshoots) the e-Up would’ve been quicker, and cost less to run. Food for thought, though you’ll have to rack up serious mileage to offset the ‘lil’ leccy’s £19,250 asking price.

Which leaves us back with the petrol car, and that’s fi ne with me. Wearing the classiest badge and unfussiest suit in all city car-dom, the Up is

Wearing the unfussiest suit in

all of car-dom, the Up is a cracking

little drive

a cracking little drive, surprisingly practical, and a high-quality product. A dodgy seatbelt warning bonger let that side down (traced to an unresponsive seat sensor; am I that underweight?) as did a muted sat-nav that the excellent dealer cured with a software update. That same VW dealer would be getting my £12k if I was buying a city car tomorrow.

Follow me on Twitter @OllieInGear

What it’s worth

Price new £12,640 (including £1650 of options)

Dealer price £9,989Private sale price £9,584

Part exchange price £9,019Cost per mile 14.6p

(87.3p including depreciation)


Over-reacting to the extra usefulness of the fi ve-door Ceed GT, Chilton patently overdid the rock salt order

KIA’S ATTEMPT TO muscle in on Golf GTI territory falls short in one key area. No, I’m not talking about

grip, power, the glaring lack of a dual-clutch ’box or even badge kudos, this time. I’m talking door count. We like to think of the hot hatch as a sporty three-door machine, but the truth is, rapid C-segment cars like the GTI are overwhelmingly more popular in fi ve-door guise. According to Volkswagen’s sales fi gures, 70% of GTI buyers go for the fi ve-door option.

It’s not hard to see why. People buy hot hatches as much for the hatch bit as the hot. You can’t ferry multiple kids to school in an Audi TT, or fi t much camping gear in an MX-5. So while the Proceed GT looks great in three-door form, and doesn’t want for interior room, the fact that it was only available with three doors must have hampered its appeal.

Expecting some of the Proceed’s visual zing to be lost along with the prefi x, I was stunned when the fi ve-door Ceed GT turned up. It looks sensational, far sexier than its Golf rival, and packs the kind of visual punch the old Seat Leon Cupra had in spades. In fact, to my eyes, this Ceed is even better balanced than its Proceed brother, the extra rear shutline and handle softening the heavy rear quarter. And you still get the trademark quad-cube daytime running lights.

You pay a £500 premium for those back doors, but unless you never carry passengers

LOGBOOKKIA PROCEED GT

Price £22,495As tested £22,495Miles this month 1038Total miles 6050Our mpg 29.5Offi cial mpg 34.9Costs None Fuel this month £202.91

Ups More doors makes more senseDowns Little more money

Kia Proceed GT by Chris Chilton

Month 6

in the back (in which case, buy a proper sports car, you clown) they’re worth every penny. I’m sure some geeky test would reveal the Ceed’s shell to be fi ve millionth of a degree less torsionally rigid but, in practice, the two feel all but identical. The ride is mostly good, but occasionally unsettled, and the Ceed steers pretty well once you’ve got past the awareness of the assistance coming in and out at low speeds.

The 23kg weight penalty you incur for specifying those rear doors doesn’t seem to affect the amount of straightline go, either. Kia says they’ll both get to 62mph in 7.4sec, which seems pessimistic. Both feel punchier than that, and although the engine isn’t exactly silken in its manner, I love the way it picks up past 4000rpm. It makes it feel like an old

Please remember that your nearest exit may be behind you (although not in the case of our three-door model)

1980s multi-valve hatch, and quite unlike most modern turbo cars, which are tuned to deliver stacks of mid-range and little beyond it.

Economy is unchanged too, ie pretty tosh. Kia quotes 38.2mpg and 171g/km for both, which is miles off the 47mpg and 139g of a Golf GTI. And over the nearly 6000 miles we’ve been together our GT has rarely topped 30mpg, as I noted in last month’s moan. I knew that my predilection for hoofi ng down motorways at 90mph was a factor, but didn’t realise how much of a factor until I eased back to 70mph on a couple of journeys out of curiosity. Consumption fell to mid-30s mpg, and on one run I actually matched the combined fi gure. Hated the whole experience, mind. All that crawling past middle-lane dawdlers and nearly getting taken out by the unreformed me-types hammering along in the outside lane, for the sake of a tenner saved.

While the Ceed’s extra pair of doors do nothing to address faults like the Proceed’s middling economy fi gures, they massively increase its appeal, without taking anything away whatsoever. So to sum up, if you’re thinking of buying one of these hot Koreans, we’d advise not to proceed with the three-door car, which must cede superiority to its fi ve-door sibling in the fi nal reckoning. Or just buy the greener Golf and I promise to fi nish with these below-par puns.


139JUNE 2014 I ENJOY A YEAR OF CAR MAGAZINE FOR JUST £29.99! GREATMAGAZINES.CO.UK/CAR

Our Cars

LOGBOOKAUDI RS6 AVANT

Price £75,500 As tested £86,760Miles this month 855 Total miles 2392Our mpg 20.5 Offi cial mpg 28.8Costs None Fuel this month £239.36

LOGBOOKC4 GRAND PICASSO HDI 150

Price £26,855 As tested £28,875 Miles this month 1391 Total miles 4216 Our mpg 40.1 Offi cial mpg 65.7Costs None Fuel this month £209.68

LOGBOOKJAGUAR F-TYPE V6 S

Price £67,520 As tested £76,270 Miles this month 1152 Total miles 11,373 Our mpg 21.8 Offi cial mpg 31.0 Costs None Fuel this month £296.93

LOGBOOKRENAULTSPORT CLIO CUP 200 LUX

Price £19,995 As tested £21,945Miles this month 245 Total miles 3970Our mpg 33.8 Offi cial mpg 44.8Costs None Fuel this month £41.85

Ups We got free new brakes…Downs …as the old ones broke

Ups I’m very fond of itDowns Our relationship is stale

AT AROUND 2000 miles, the RS6’s brakes – standard discs, not optional ceramics – started

juddering. This wasn’t a wobble, it was a brake-disc earthquake. I hadn’t been on track, nor driven particularly hard. Odd.

The great thing about having a new car is that problems are taken care of, but it’s the hassle, the calls, the disappointment that your car has broken. I called Peterborough Audi. ‘Don’t drive it,’ they said. ‘Call Audi Recovery, get it recovered to us. We can give you a web-link to watch our technicians check it over.’

I just knew that the technicians would love me remotely watching them, so I said ‘great.’ It would have been greater if they could’ve just dispatched Audi Recovery, but still… they answered promptly, offered me a hire car and took the RS6 away within hours. I never did get that web-link, but the verdict was quickly in: ‘new discs and pads’. The RS6 was soon returned, fully valeted.

‘We haven’t heard of this issue,’ said the Audi manager who delivered my car. ‘But Audi will want the old brakes back for inspection, and if there are a few cases, you can bet there’ll be a recall.’

I asked for a full report but, two weeks on, I’m still waiting. Any RS6 owners with wobbly brakes? Get in touch.


WHEN I CAME to write this report, a worrying thing happened. I could not

remember the last time I gave the Clio a damn good thrashing. Not in a Basil Fawlty way – it has run faultlessly since I took delivery last summer – but instead going out to some deserted road and giving it the full beans.

Instead, I’ve been hopping in, poking the shifter into drive and chugging to the shops, up and down motorways to meetings and the like, and generally driving it like some runabout supermini.

I was considering long and hard whether this is to do with the spitefully wet winter we’ve had, or my own lethargy, and then I had a Caterham 160 for a few days and I fell in love with driving for the sake of driving again. Need me to go to the shops for some milk dear? Of course! Three hours later via numerous B-roads, and said pint was delivered home, possibly now resembling butter.

The Clio, I concluded, doesn’t have that everyday sparkle that makes you want to drive, and then drive more. In the last few percent of its limits it is fun, but the auto ’box, long gearing and numb low-speed steering mean it is too everyday, most days. I have resolved we must try harder to spice up our relationship. It’s time to get kinky…

Renaultsport Clioby Steve Moody

Audi RS6by Ben Barry

Just out of shot is a Renaultsport marketing man, head in hands

Month 3 Month 9

Ups Its PhD in baggage handlingDowns Still in honeymoon mode

Ups Fancy door handlesDowns That exhaust: too loud?

JUST ENJOYED a weekend with

the family at a Very Expensive

Hotel in Surrey. In the car park we

counted 17 Range/Land Rovers of

various persuasions (94.1% were

black); seven Cayennes (black

paintjob hit rate: 100%); three Bentley

Continentals (have a guess); a 911

GTS cabrio (white, annoyingly) and a

Ferrari FF (red).

You wouldn’t believe me if I said the

Grand Picasso stood out alongside

this stellar line-up but, despite costing

a third of their mean price, it more

than punches above it weight. Those

front-end good looks, highlighted by

the slant-eyed bi-xenons, lead the

charge from the outside but its real

strength is its cavernous interior.

With the third row of seats

disengaged the boot extends to 2181

litres. You don’t pack the Grand

Picasso so much as tip luggage and

pushchairs in, like fi lling a skip. We’re

heading to Cornwall next, which will

require the deployment of every

receptacle on offer and the subjecting

of it to that most rigorous of testers –

my wife. If it doesn’t allow her quick,

comfortable access to the second

row of seats when the youngest is

having a meltdown, while I’m

negotiating the outside lane of the

M4, I’ll never hear the end of it…

DO YOU NOTICE car door

handles? Maybe the bad

ones – our Ben Barry once

declared the ‘touchpad’ on early

McLaren 12Cs the automotive

equivalent of the clitoris, as it

inevitably resulted in dumb fumblings

– but the rest go ignored.

Not on the F-type. Set fl ush within its

fl anks, the slender handles pop out

when you unlock the car, revealing a

metal fi nish bearing ‘Jaguar’ script. And

our car has the £450 Smart Key

System option, which means it can’t

direct Ben B towards a McLaren’s

erogenous zones, but it can unlock

without using the key. Instead, you

press a tiny button in the handle to

make it swing out and unlock, then

push the handle inwards when you’re

locking up, and it and the mirrors fold

away in unison. Too much? Maybe, but

Jag realises it’s these little touches that

keep customers entertained, because

the moments we fi nd ourselves on

empty roads ready to use the F-type as

it was intended are few and far

between. That’s why its air vents rise

out of the dash and why, although the

engine might not have the rev range to

match a Porsche, the exhaust burbles

and barks. Sorry if you now never look

at a door handle the same way again.

Follow me on Twitter @thebenpulman

Citroën Grand Picassoby Stephen Worthy

Jaguar F-typeby Ben Pulman

Would the owner of the not very posh red car please move it. To Kent

F-type door handles easier to locate than a McLaren 12C’s. Or a lady’s cl…

Month 2

Brake judder less welcome than Nigel Farage at a… well, at anything

Rest of the fleet...

Month 7

BMW

M5/M6 F10 » 620+ BHPM5 V10 » 548+ BHP (205 MPH)X5M / X6M » 618 BHP1M » 411+ BHPM3 E90/92 » 445 BHP (+DE-LIMIT)M3 E46 » 370 BHP (+DE-LIMIT)F10 520D » 221 BHPF10 530D » 296 BHPF10 535D » 358 BHP335i/135i/X6 » 370+ BHP (+DE-LIMIT)123D » 252 BHP330D E90 » 296+ BHP320D E90 » 215 BHP730D » 290+ BHPX5 4.0D / 740D » 370 BHPX5 3.0D » 296 BHPX6 X50I 4.4 » 500+BHP535D / 335D / X5 SD » 355+ BHPM135i Please call for more info

MERCEDES-BENZ

'63' 5.5 Bi-TURBO ALL MODELS » 600+BHP'500' 4.7 Bi-TURBO ALL MODELS » 498+BHPSL65 BLACK » 720+ BHP (+DELIMIT)SL65 AMG » 690 BHP (+DE-LIMIT)'55' AMG KOMPRESSOR » 580+BHPC63 AMG » 530+BHP (+DE-LIMIT)SL63 AMG » 560+BHP (+DE-LIMIT,RE-MAP & LOWER ABC SUSPENSION)CL600 Bi-TURBO » 580+ BHPSLK55 AMG » 389 BHP (+DELIMIT)SLK 350 » 328 BHP220 CDi ALL MODELS » 210+ BHP250 CDi ALL MODELS » 259+ BHP320 CDi V6 » 274 BHP350 CDi V6 » 312 BHP420 /450 CDi V8 » 358 BHP

EXOTIC / MISC

FERRARI CALIFORNIA » 487 BHPFERRARI 599 » 647 BHPFERRARI 430 » 525 BHPGALLARDO » 546 BHPLP560 » 600+BHPLP640 » 707 BHPMURCIELAGO LP640 » 707 BHPMASERATI GT/QPORT » 438 BHPMASERATI GT S / MC » 479+ BHPALL 2014 MASERATI’S Please call for more infoAUDI RS6 4.0 T V8 Please call for more infoAUDI RS6 V10 » 680+BHP +DE-LIMITAUDI R8 V1 » 592+BHPAUDI RS4/R8 B7 » 439 BHP + DE-LIMITAUDI RS3 » 420+ BHPAUDI Q7/A8 4.2 TDi » 400+ BHPAUDI 3.0TDi (ALL MODELS) » 300+ BHPAUDI S3 / GOLF R » 317+ BHPALL 2014 RANGE ROVERS AVAILABLERANGE ROVER 4.4 TDV8 » 395 BHPR ROVER SPORT 3.0D » 305 BHPEVOQUE 2.2 DIESEL » 240 BHPBENTLEY 4.0 T V8 » 600+ BHPBENTLEY CGT / F-SPUR (INC 2013) » 660 BHPGT SPEED / SUPERSPORT » 680+ BHP

FOR ALL OTHER MAKES AND MODELS,

PLEASE CALL US.

BELOW IS A SMALL SELECTION OF OUR MORE POPULAR MODELS TO UPGRADE.

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DMS 1M (EVO MARCH ‘12)

“THERE’S A REAL RIP TO THE WAY THE REVS PILE ON ABOVE 4000RPM”

DMS SL65 BLACK SERIES (EVO OCTOBER ‘10)

“IT FEELS LIKE THE LOVE CHILD OF AN SL65 AND A PORSCHE GT2”

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DMS 997 TURBO 3.6 (EVO SEPTEMBER ‘08)

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/DMSAUTOMOTIVE FOLLOW US FOR OUR LATEST NEWS!

MITO

A L F A R O M E O

Roomier than a Mini but uglier and worse to drive thanks to old Punto platform

PRICE 0-62 MPH BHP LB FT MPG CO2 RATING

1.4 Progression 78 £12,500 12.6 103 76 85 50.4 130 ★★★

1.4 MultiAir Distin £16,250 8.1 129 133 152 50.4 129 ★★★

1.4 Quadrifoglio £18,760 7.5 136 167 184 47.1 139 ★★★

1.3 JTDM £14,735 12.5 108 83 148 78.5 95 ★★★

1.6 JTDM £17,000 9.6 123 118 236 64.2 114 ★★★

GIULIETTA

Fine Golf alternative is stylish and grippy. Best enjoyed with fast, frugal 1.4 Multiair motor


1.4 TB £17,765 9.4 121 120 152 44.1 149 ★★★

1.4 TB MultiAir £20,510 7.8 135 170 184 48.7 134 ★★★★

1750 Quadrifoglio £25,520 6.8 150 235 251 37.2 177 ★★★

1.6 JTDM £18,400 11.3 115 105 236 64.2 114 ★★★

2.0 JTDM £24,410 8.0 135 170 258 60.1 124 ★★★★

VANTAGE

A S T O N M A R T I N

Ageing Vantage still raucous and beautiful: hardcore V8 S and new V12 S the best ones yet


V8 £86,080 4.8 180 420 346 20.4 328 ★★★

V8 S £96,080 4.5 189 430 362 21.9 299 ★★★★★

DB9

DB9 facelifted and pumped up to old Virage specs. Off the pace but still charming all the same


DB9 V12 £133,080 4.6 183 510 457 18.2 368 ★★★★

VANQUISH

We don’t like the crass carbon front splitter. We do like the chassis, roomier cabin and lovely V12 noise


V12 £191,080 4.1 183 565 457 19.6 335 ★★★★

RAPIDE

Take a look Porsche - this is how to do a four-door.Tight in the back but you’ll be driving anyway


S £146,035 4.9 190 550 457 19.9 332 ★★★★

A1

A U D I

Is Mini’s novelty factor waning? Number of A1s on road says yes. Shame it plays the tech so straight


1.2 TFSI SE £13,965 11.7 112 85 118 55.4 118 ★★★★

1.4 TFSI Sport £16,215 8.9 126 120 147 53.3 124 ★★★★

1.4 TFSI S-line £17,610 6.9 141 182 184 47.9 139 ★★★★

1.6 TDI SE £18,410 10.5 118 104 184 74.3 99 ★★★★

2.0 TDI Sport £18,490 8.2 135 141 236 68.9 108 ★★★★

A3

One of the best interiors on sale, plus it’s lighter than before, though still dull to drive.


1.2 TFSI £17,905 10.3 n/a 104 129 57.6 114 ★★★

1.4TFSI £19,205 9.3 126 120 147 54.3 120 ★★★

1.8 TFSI £24,410 7.2 144 178 184 50.4 134 ★★★

1.6 TDI £20,155 10.7 121 104 184 74.3 99 ★★★★

2.0 TDI £20,505 8.6 134 148 236 68.9 106 ★★★★

A4

Smart saloon with an iffy ride that’s upstaged by its sexier A5 sportback cousin. Punchy S4 superb


1.8 TFSI SE £23,960 10.5 129 118 170 43.5 151 ★★★

1.8 TFSI SE £25,310 8.1 143 168 236 49.6 134 ★★★

2.0 TFSI SE £30,805 6.5 153 208 258 41.5 159 ★★★★

S4 £39,020 5.0 155 328 325 34.9 190 ★★★★

2.0 TDIe SE £26,880 9.3 134 134 236 65.7 112 ★★★★

2.0 TDI SE £28,435 9.1 134 141 236 62.8 119 ★★★★

2.0 TDIe SE £28,505 8.4 140 161 280 64.2 115 ★★★★

2.0 TDI SE £29,535 8.2 143 175 280 61.4 120 ★★★★

3.0 TDI SE £37,490 5.9 155 242 368 49.6 149 ★★★★

A5 SPORTBACK

Styling changes as below, but ‘four-door coupe’ remains more appealing than mundane A4


1.8 TFSI SE £26,425 8.2 143 168 236 48.7 136 ★★★★

2.0 TFSI SE £32,905 7.2 145 208 258 45.6 144 ★★★★

S5 £41,475 5.1 155 328 325 34.9 190 ★★★

2.0 TDI SE £30,470 8.5 142 175 280 60.1 120 ★★★★

3.0 TDI SE £36,370 5.9 155 242 369 49.6 149 ★★★★

A5

Corporate re-nose makes A5 slightly less sexy. S5 Coupe loses n/a V8 for supercharged 3.0 V6


1.8 TFSI SE £28,845 7.9 143 168 236 49.6 134 ★★★

2.0 TFSI SE £33,555 7.8 140 180 236 44.1 149 ★★★★

S5 £42,790 4.9 155 328 325 34.9 190 ★★★

RS5 £59,350 4.6 155 450 317 26.2 252 ★★★★

2.0 TDI SE £31,120 8.2 143 175 280 60.1 120 ★★★★

3.0 TDI SE £41,215 5.8 155 242 369 49.6 149 ★★★★

A6

An A7 without the party clothes but no less capable on the road. Loads of tech, but little buzz


S6 £54,310 4.6 155 414 406 29.4 225 ★★★★

2.0 TDI £30,985 8.7 141 177 280 57.6 129 ★★★

3.0 TDI £35,210 7.2 149 204 295 55.4 133 ★★★★

3.0 TDI £39,960 6.1 155 245 368 47.9 156 ★★★★

3.0 BiTDI SE £47,020 5.3 155 309 479 44.1 169 ★★★★

A7 SPORTBACK

Merc CLS rival riffs on classic 100 coupe though it’s all sensible A6 underneath. But £10k extra?


3.0 TFSI £49,110 5.6 155 300 324 34.4 190 ★★★★

S7 £62,310 4.7 155 414 406 29.4 225 ★★★★

3.0 TDI £44,760 7.4 146 204 295 55.4 135 ★★★★

3.0 TDI £49,010 6.3 155 245 368 47.9 156 ★★★★

3.0 BiTDI SE £54,445 5.3 155 309 479 44.1 169 ★★★★

A8

Packed with technology but premium pretensions crippled by looking identical to a £25k rep’s A4


3.0 TFSI £59,870 6.1 155 290 309 31.0 213 ★★★

S8 £77,900 4.2 155 513 479 27.7 235 ★★★

3.0 TDI £56,930 6.1 155 250 405 42.8 174 ★★★★

4.2 TDI £68,800 5.5 155 350 590 37.2 199 ★★★★

Hybrid £61,585 7.7 146 261 258 44.8 147 ★★★★

Q3

Soft-roader undercuts Range Rover Evoque on price but Brit has it licked for style


2.0 TFSI £26,410 8.2 132 168 206 38.7 174 ★★★

2.0 TFSI £29,330 6.9 143 208 221 36.7 179 ★★★★

2.0 TDI £25,270 9.9 126 138 236 54.3 138 ★★★★

2.0 TDI £32,080 8.2 132 175 280 47.9 156 ★★★★

Q5

Benchmarked against Freelander, runs rings around X3. Based on an A4 fl oorpan


2.0 TFSI £30,365 8.5 130 178 236 34.9 188 ★★★★

2.0 TFSI £31,985 7.6 138 208 258 34.9 188 ★★★★

2.0 TDI £28,025 11.4 118 143 236 45.6 162 ★★★

2.0 TDI £30,380 9.9 126 168 258 45.6 163 ★★★★

3.0 TDI £40,035 6.5 139 237 368 37.6 199 ★★★

SQ5 £43,870 5.1 155 309 479 39.2 187 ★★★

Q7

Gargantuan SUV makes all rivals look puny, but can’t out-shimmy an X5. Beware width restrictors


3.0 TDI £43,660 7.8 135 245 405 38.2 195 ★★★

4.2 TDI £56,375 6.4 150 340 589 30.7 242 ★★★

TT

Far more than a Golf in drag this time. S is good, RS blunt. Best of lot is basic £27k 2.0 coupe


1.8 TFSI cabrio £26,505 7.4 139 158 184 43.5 152 ★★★★

2.0 TFSI £27,560 6.2 152 208 258 42.8 154 ★★★★

TT S £35,905 5.4 155 268 258 35.8 184 ★★★★

TT RS £46,160 4.5 155 335 332 31.4 209 ★★★

2.0 TDI £28,720 7.5 140 168 258 53.3 139 ★★★

R8

More exploitable than a 911, more usable than a Lambo. V8 good; V10 better. Avoid ceramic brakes


V8 £92,710 4.6 187 424 317 19.9 332 ★★★★

V10 £113,810 3.9 197 518 391 19.0 346 ★★★★★

V10 Plus £125,810 3.5 197 542 398 21.9 299 ★★★★

CONTINENTAL GT/FLYING SPUR

B E N T L E Y

Coupe + cab’s same-again looks hide big changes. Negotiate a discount on W12 rather than going for V8

CO2

118

124

139

99

108

LB FT

118

147

184

184

236

MPH

112

126 120

141

118

135

PRICE

£13,965

£16,215

£17,610

£18,410

£18,490

CO2

332

LB FT

457

MPH

190

PRICE

£146,035

CO2

335

LB FT

457

MPH

183

PRICE

£191,080

CO2

368

LB FT

457

MPH

183

PRICE

£133,080

CO2

328

299

LB FT

346

362

MPH

180

189

PRICE

£86,080

£96,080

CO2

149

134

177

114

124

LB FT

152

184

251

236

258

MPH

121

135

150

115

135

PRICE

£17,765

£20,510

£25,520

£18,400

£24,410

CO2

130

129

139

95

114

LB FT

85

152

184

148

236

MPH

103

129

136

108

123

PRICE

£12,500

£16,250

£18,760

£14,735

£17,000

CO2

225

129

133

156

169

LB FT

406

280

295

368

479

MPH

155

141

149

155

155

PRICE

£54,310

£30,985

£35,210

£39,960

£47,020

CO2

190

225

135

156

169

LB FT

324

406

295

368

479

MPH

155

155

146

155

155

PRICE

£49,110

£62,310

£44,760

£49,010

£54,445

CO2

134

149

190

252

120

6 149

LB FT

236

236

325

317

280

369

MPH

143

140

155

155

143

155

PRICE

£28,845

£33,555

£42,790

£59,350

£31,120

£41,215

CO2

7 136

144

190

120

6 149

LB FT

236

258

325

280

369

MPH

143

145

155

142

155

PRICE

£26,425

£32,905

£41,475

£30,470

£36,370

CO2

151

134

159

190

112

119

115

120

149

LB FT

170

236

258

325

236

236

280

280

368

MPH

129

143

153

155

134

134

140

143

155

PRICE

£23,960

£25,310

£30,805

£39,020

£26,880

£28,435

£28,505

£29,535

£37,490

CO2

114

120

134

99

106

LB FT

129

147

184

184

236

MPH

n/a

126

144

121

134

PRICE

£17,905

£19,205

£24,410

£20,155

£20,505

CO2

213

235

174

199

147

LB FT

309

479

405

590

258

MPH

155

155

155

155

146

PRICE

£59,870

£77,900

£56,930

£68,800

£61,585

CO2

174

179

138

156

LB FT

206

221

236

280

MPH

132

143

126

132

PRICE

£26,410

£29,330

£25,270

£32,080

CO2

188

188

162

163

199

187

LB FT

236

258

236

258

368

479

MPH

130

138

118

126 168

139

155

PRICE

£30,365

£31,985

£28,025

£30,380

£40,035

£43,870

CO2

195

242

LB FT

405

589

MPH

135

150

PRICE

£43,660

£56,375

CO2

332

346

299

LB FT

317

391

398

MPH

187

197 5

197

PRICE

£92,710

£113,810

£125,810

CO2

152

154

184

209

139

LB FT

184

258

258

332

258

MPH

139

152 208

155

155

140

PRICE

£26,505

£27,560

£35,905

£46,160

£28,720

the good the bad & the uglyGBU

THINKING MAN’S CAR BUYING GUIDE. IF IT’S NOT IN HERE DON’T BUY IT FERRARI 458

WALK AWAY (WALKING’S MORE FUN)★

WHY WOULD YOU?★★

YOU COULD JUSTIFY IT★★★

PROPERLY GOOD CHOICE★★★★

THE BEST THERE IS

THE ONE THAT GETS OUR MONEY

★★★★★

THOSE STAR RATINGS IN FULL

★★★★★


GT V8 £123,850 4.8 188 500 487 26.7 246 ★★★★

GTC V8 £136,250 5.0 187 500 487 25.9 254 ★★★★

GT W12 £135,760 4.6 198 567 516 17.1 384 ★★★★

GTC W12 £149,350 4.8 195 567 516 17.1 384 ★★★★

GT Speed £151,000 4.2 205 616 590 19.3 338 ★★★★

Flying Spur £133,200 5.2 194 552 479 16.6 396 ★★★

Flying Spur Speed £150,900 4.8 200 600 553 16.6 396 ★★★★

MULSANNE

Charming Arnage replacement’s variable engine displacement cuts consumption… to 16.7mpg!


Mulsanne £225,900 5.3 184 505 752 16.7 393 ★★★

1 SERIES

B M W

And you thought the fi rst one was ugly. New model gets brilliant petrol engines and more cabin space


114i £17,300 11.2 N/A 102 N/A 49.6 132 ★★★

116i £18,850 9.8 127 122 136 46.3 143 ★★★★

118i £21,460 8.7 130 143 140 46.3 143 ★★★★

116d £20,355 10.2 124 116 192 62.8 118 ★★★

118d £21,500 8.9 130 143 221 62.8 119 ★★★★

120d £22,950 7.5 142 177 258 60.1 125 ★★★★

3-SERIES SALOON

New Three is like Lionel Messi: by far the best on the planet. Poor Audi and Mercedes


316d ES £24,880 10.9 126 114 192 - 119 ★★★★

318d SE £26,980 9.1 130 141 236 - 119 ★★★★

320d Sport £29,080 7.5 146 181 280 61.4 120 ★★★★★

320d ED £28,080 8.0 143 161 280 68.9 109 ★★★★★

320i Sport £26,860 7.3 146 181 199 - 147 ★★★★★

328i Modern £30,060 5.9 155 241 258 44.1 149 ★★★★★

335i Modern £35,525 5.5 155 302 295 35.8 186 ★★★★

4-SERIES

Replacement for the 3-series coupe/cabrio is a fi ne drive but lacks excitement and styling verve


420iSE £29,420 7.3 147 184 199 46.3 144 ★★★

428i SE £32,815 5.9 155 245 258 42.8 154 ★★★

435i SE £41,015 5.4 155 306 295 35.8 185 ★★★★

420d SE £31,795 7.5 149 184 280 60.1 124 ★★★★

430d Luxury £39,615 5.5 155 258 413 57.6 129 ★★★★

435d xDrive Luxury £44,540 4.7 155 309 464 50.4 146 ★★★★

5-SERIES

Still the defi nitive exec. Brilliant 520d takes 90% of sales. New twin-turbo M5 V8 brilliant


520i SE £31,995 7.9 141 184 199 41.5 157 ★★★★

528i SE £33,615 6.6 155 258 228 36.2 182 ★★★★

530i SE £35,405 6.5 155 272 228 37.2 177 ★★★★

535i SE £38,915 6.0 155 306 295 33.2 199 ★★★★

ActiveHybrid 5 £46,680 5.9 155 335 332 44.1 149 ★★★★

550i SE £53,105 5.0 155 407 442 27.2 243 ★★★★

M5 £73,065 4.4 155 552 502 28.5 232 ★★★★★

520d SE £30,030 8.1 141 184 280 57.6 129 ★★★★★

520d Effi cientDynamics £30,435 8.2 144 181 280 62.8 119 ★★★★★

525d SE £35,140 7.2 147 204 332 45.6 162 ★★★★

530d SE £38,785 6.3 155 245 398 44.8 166 ★★★★

535d SE £44,295 5.7 155 299 442 46.3 162 ★★★★★

6-SERIES

Still a whiff of Judith Chalmers about new, i 6. Cabrio is £6k more, GranCoupe £2k extra


640i £59,645 5.4 155 320 332 36.2 181 ★★★★

650i £67,970 4.9 155 407 442 26.6 242 ★★★

640d M Sport £66,820 5.5 155 309 467 51.4 145 ★★★★

M6 £93,820 4.2 155 552 501 28.5 232 ★★★★

7-SERIES

Good drive but boxer’s nose and iffy ride comfort count against it. Long wheelbase models £3k extra


740i £61,505 5.9 155 326 332 28.5 232 ★★★★

750i £71,340 5.2 155 407 442 24.8 266 ★★★

760Li £101,805 4.6 155 544 553 21.7 303 ★★★

730d £58,115 7.2 153 245 398 41.5 178 ★★★★

740d £65,305 6.3 155 306 442 40.9 181 ★★★★

i3

Carbonfi bre city slicker is the fi rst mainstream electric car you’ll actually fi nd yourself lusting after


i3 £30,680 7.2 93 170 184 n/a 0 ★★★★

i3 Range Extender £33,830 7.9 93 170 184 470.8 13 ★★★★

i8

BMW’s fi rst crack at a supercar in three decades is a 110mpg eco-crusader with M3-rivalling punch


i8 £99,895 4.4 155 357 420 113 59 ★★★★

X1

Chromosonal disorder styling, but 3-series-based small SUV is a good drive. S cars 2wd, Xs are 4wd


SDrive 18d £24,660 9.6 124 143 236 54.3 136 ★★★

SDrive 20d £26,030 8.1 127 177 258 53.3 139 ★★★★

SDrive 20d ED £26,090 8.3 124 161 280 62.8 119 ★★★★

XDrive 25d £31,860 7.3 127 204 295 47.1 158 ★★★★

X3

Ugly but fi ne-driving family SUV is a real class act. Could do with more zest on the inside


SDrive 18d £28,580 9.9 121 143 265 55.4 135 ★★★

XDrive 20d £31,485 8.5 130 184 280 50.4 149 ★★★★

XDrive 30d £37,900 6.2 130 258 413 47.1 159 ★★★★

X5

Cabin of new X5 is much improved, and it’s still a decent steer. Hardly a looker though


XDrive 50i £56,470 5.5 149 408 442 22.6 292 ★★★★

X5M £83,290 4.7 155 555 501 20.3 325 ★★★★

XDrive 30d £45,070 7.6 130 245 398 38.2 195 ★★★★

XDrive 40d SE £47,455 6.6 147 306 442 37.7 198 ★★★★★

XDrive M50d £60,340 5.4 155 381 545 37.7 199 ★★★★

X6

We’re annoyed that it exists, but one drive and you’re smitten. Prepare never to be let into traffi c


XDrive 35i £47,130 6.7 149 306 295 28.0 236 ★★★★

XDrive 50i £57,430 5.4 155 408 442 22.6 292 ★★★

X6M £82,190 4.7 155 555 501 20.3 325 ★★★★

XDrive 30d £46,385 7.5 138 245 398 38.2 195 ★★★★

XDRIVE 40D £48,915 6.5 147 306 442 37.7 198 ★★★★

XDrive M50d £62,280 5.3 155 381 545 36.7 204 ★★★★

Z4

Got a nice lemon-yellow two-piece trouser suit and a bag full of HRT pills? You’ll love it


sDrive18i £27,610 7.9 137 156 n/a 41.5 159 ★★★★

sDrive20i £29,480 6.9 146 181 199 41.5 159 ★★★★

sDrive28i £33,645 5.7 155 242 258 41.5 159 ★★★★

SDrive 35i £39,430 5.2 155 306 295 30.1 219 ★★★★

SDrive 35iS £45,310 4.8 155 340 332 31.4 210 ★★★★

SEVEN 160

C A T E R H A M

Entry-level Seven uses Suzuki bike engine, live axle, and skinny tyres for big fun


160 £14,995 6.5 100 80 75 n/a n/a ★★★

620 R

Mentalist supercharged version offers a Veyron’s power-to-weight ratio. But £50k for a Seven?


620R £49,995 2.8 155 320 219 n/a n/a ★★

C1

C I T R O E N

Stripped-down city car uses brilliant thrummy triple for mega mpg. Funkiest of C1/107/Aygo trio


1.0 £7995 13.7 98 68 69 62.8 103 ★★★

C3

Big-car feel with cushy ride and smart cabin. But a Polo is better built and Fiesta miles better to drive


1.1 £11390 16.5 96 61 70 47.9 137 ★★

1.4 75 £13,490 14.2 101 75 87 47.1 139 ★★★

1.4 95 £14,390 10.6 114 95 100 47.9 136 ★★★

1.6 120 £15,290 8.9 118 120 118 47.9 136 ★★★

1.4 HDi £14,590 13.7 101 70 118 74.3 99 ★★★

1.6 e-HDi £16,920 12.5 113 92 170 78.5 93 ★★★

1.6 HDi £15,390 11.5 113 90 170 74.3 99 ★★★

C3 PICASSO

Citroën at its best. Baby Picasso is quirky-cool with a ’70s Cadillac lope and acres of glass


1.4 £12,995 12.2 111 95 100 44.1 149 ★★★

1.6 £16,130 10.9 117 120 118 40.9 149 ★★★★

1.6 HDi £15,575 13.5 108 90 169 61.4 119 ★★★

1.6 HDi 110 £17,475 11.2 114 110 199 58.8 119 ★★★★

DS3

Citroën’s Mini-wannabe is surprisingly fun to drive, but we’d rather have the real thing thanks


1.2 £12,850 14.2 108 82 87 61.4 104 ★★★

1.6 £14,850 8.9 118 120 118 47.9 136 ★★★

1.6 150 £17,050 7.3 133 150 177 42.2 155 ★★★★

1.6 HDi 90 £15,770 12.5 113 90 169 78.5 95 ★★★

1.6 HDi 110 £18,345 9.8 118 110 199 62.8 109 ★★★★

C4

In-car internet, surround-sound, massage chairs – everything bar kitchen sink and a good chassis


1.4 £13,995 11.9 113 95 100 46.3 140 ★★★

1.6 £17,695 10.8 120 120 118 45.6 143 ★★★

1.6 155 £19,495 8.7 133 155 177 44.1 148 ★★★★

1.6 HDi £17,395 12.9 112 90 169 67.3 110 ★★★

1.6 HDi 110 £19,395 11.3 118 110 199 61.4 119 ★★★★

2.0 HDi 150 £20,495 8.6 129 150 251 56.5 130 ★★★

C4 PICASSO

Stylish C-Max rival packs brilliant engine but ride is poor. Longer, 7-seat Grand costs an extra £1500


1.6 £17,950 12.1 116 120 118 40.9 159 ★★★

1.6 HDi £19,550 12.8 112 110 210 54.3 135 ★★★

2.0 HDi £21,570 9.9 121 150 251 49.6 149 ★★★★

DS4

Rebodied, jacked-up C4 is no coupe whatever Citroën says. Still, design leaves rivals standing


1.6 200 £25,900 8.5 146 200 203 44.1 149 ★★★

1.6 HDi 110 £22,400 12.4 118 110 199 60.1 122 ★★★★

2.0 HDi 160 £25,900 9.3 132 160 251 55.4 134 ★★★

C5

German car trapped in a Frenchie’s range. Refi ned long-distance machine. Tourer’s boot vast


1.6 HDi 110 £19,895 11.6 118 110 177 56.5 129 ★★★

2.0 HDi 160 £22,495 9.1 130 160 251 53.3 129 ★★★★

2.2 HDi £28,495 8.3 143 200 332 47.9 143 ★★

DS5

Average to drive, amazing to look at, and interior feels special too. A (brave) 3-series alternative


1.6 e-HDi 110 £22,400 12.0 119 108 199 64.2 114 ★★★★

1.6 HDi 160 £23,400 8.5 134 158 251 57.6 134 ★★★★

Hybrid4 £30,100 8.3 131 197 332 74.3 99 ★★★★

1.6 THP 200 £28,000 8.5 146 197 203 42.2 155 ★★★

458

F E R R A R I

Reigning supercar champ beat McLaren with soaring V8 soundtrack… and working suspension


Spider £198,856 3.5 200 562 398 23.9 275 ★★★★★

Italia £173,181 3.4 202 570 398 20.6 275 ★★★★★

CO2

135

149

159

LB FT

265

280

413

MPH

121

130

130

PRICE

£28,580

£31,485

£37,900

CO2

292

325

195

198

199

LB FT

442

501

398

306 442

545

MPH

149

155

130

147

155

PRICE

£56,470

£83,290

£45,070

£47,455

£60,340

CO2

236

292

325

195

198

204

LB FT

295

442

501

398

442

545

MPH

149

155

155

138

147

155

PRICE

£47,130

£57,430

£82,190

£46,385

£48,915

£62,280

CO2

159

159

159

219

210

LB FT

n/a

199

258

295

332

MPH

137

146

155

155

155

PRICE

£27,610

£29,480

£33,645

£39,430

£45,310

CO2

n/a

LB FT

75

MPH

100

PRICE

£14,995

CO2

n/a

LB FT

219

MPH

155

PRICE

£49,995

CO2

103

LB FT

69

MPH

98

PRICE

£7995

178

181

398

442

153

155

£58,115

£65,305

CO2

0

.8 13

LB FT

184

184

MPH

93

93

PRICE

£30,680

£33,830

CO2

59

LB FT

420

MPH

155

PRICE

£99,895

CO2

136

139

119

158

LB FT

236

258

280

295

MPH

124

127

124

127

PRICE

£24,660

£26,030

£26,090

£31,860

CO2

246

254

384

384

338

396

396

LB FT

487

487

516

516

590

479

553

MPH

188

187

198

195

205

194

200

PRICE

£123,850

£136,250

£135,760

£149,350

£151,000

£133,200

£150,900

CO2

393

LB FT

752

MPH

184

PRICE

£225,900

CO2

132

143

143

118

119

125

LB FT

N/A

136

140

192

221

258

MPH

N/A

127

130

124

130

142

PRICE

£17,300

£18,850

£21,460

£20,355

£21,500

£22,950

CO2

144

154

185

124

129

146

LB FT

199

258

295

280

413

464

MPH

147

155

155

149

155

155

PRICE

£29,420

£32,815

£41,015

£31,795

£39,615

£44,540

CO2

157

182

177

199

149

243

232

129

119

162

166

162

LB FT

199

228

228

295

332

442

2 502

280

280

332

398

442

MPH

141

155

155

155

155

155

155

141

144

147

155

155

PRICE

£31,995

£33,615

£35,405

£38,915

£46,680

£53,105

£73,065

£30,030

£30,435

£35,140

£38,785

£44,295

CO2

181

242

145

232

LB FT

332

442

467

501

MPH

155

155

155

155

PRICE

£59,645

£67,970

£66,820

£93,820

CO2

232

266

303

s nose and iffy ride comfortcount against it. Long wheelbase models £3k extra

LB FT

332

442

553

s nose and iffy ride comfortcount against it. Long wheelbase models £3k extra

MPH

155

155

155

xer’s nose and iffy ride comfortcount against it. Long wheelbase models £3k extra

PRICE

£61,505

£71,340

£101,805

CO2

137

139

136

136

99

93

99

LB FT

70

87

100

118

118

170

170

MPH

96

101

114

118

101

113

113

PRICE

£11390

£13,490

£14,390

£15,290

£14,590

£16,920

£15,390

CO2

159

135

149

LB FT

118

210

251

MPH

116

112

121

PRICE

£17,950

£19,550

£21,570

CO2

149

122

134

LB FT

203

199

251

MPH

146

118

132

PRICE

£25,900

£22,400

£25,900

CO2

129

129

143

LB FT

177

251

332

MPH

118

130

143

PRICE

£19,895

£22,495

£28,495

CO2

114

134

99

155

LB FT

199

251

332

203

MPH

119

134

131

146

PRICE

£22,400

£23,400

£30,100

£28,000

CO2

275

275

LB FT

398

398

MPH

200

202

PRICE

£198,856

£173,181

CO2

119

119

120

109

147

149

186

LB FT

192

236

280

280

199

258

295

MPH

126

130

146

143

146

155

155

PRICE

£24,880

£26,980

£29,080

£28,080

£26,860

£30,060

£35,525

CO2

149

149

119

119

LB FT

100

118

169

199

MPH

111

117

108

114

PRICE

£12,995

£16,130

£15,575

£17,475

CO2

104

136

155

95

109

LB FT

87

118

177

169

199

MPH

108

118

133

113

118

PRICE

£12,850

£14,850

£17,050

£15,770

£18,345

CO2

140

143

148

110

119

130

LB FT

100

118

177

169

199

251

MPH

113

120

133

112

118

129

PRICE

£13,995

£17,695

£19,495

£17,395

£19,395

£20,495

BENTLEY >>>>> HYUNDAI

CALIFORNIA

A very different Ferrari, Cali is a pricey SL rival designed to pull in new buyers. A bit ‘fashion’


V8 £146,960 3.9 193 460 357 21.6 299 ★★★★

Handling Speciale £152,086 3.8 194 483 372 24.6 270 ★★★★

F12

Smaller than old 599, yet roomier and puts down 730bhp with ease. Gorgeous aero details, too


V12 £239,736 3.1 211 730 509 18.8 350 ★★★★★

FF

612 replacement is a much better GT with roomy M-Coupe rear end and trick four-wheel drive


V12 £227,077 3.7 208 650 503 15.4 360 ★★★★

LAFERRARI

Stunning hybrid limited edition was sold out before being unveiled. Big promises, but no evidence yet


LaFerrari £999,999 >3.0 219 963 516 n/a 330 ★★★★

500

F I A T

Re-clothed Panda no Mini beater to drive but frugal TwinAir engine makes great urban package


1.2 £9960 12.9 99 69 75 58.9 113 ★★★

0.9 TwinAir £11,960 11 108 85 107 68.9 95 ★★★★

1.4 £13,975 10.5 113 100 96 48.7 135 ★★★

Abarth £15,275 7.9 128 135 152 43.4 155 ★★

1.3 MultiJet £13,760 10.7 112 95 148 72.4 104 ★★★★

PANDA

Fun to drive, practical, cheap to run. Fiat’s heartland reclaimed. TwinAir an absolute hoot


1.2 £8900 14.2 103 68 75 54.3 120 ★★★★

0.9 TwinAir £10,750 11.2 111 84 107 67.3 99 ★★★★

1.3 MultiJet £11,000 12.8 105 74 140 72.4 104 ★★★★

PUNTO EVO

You can always rely on Fiat to make an absolute dog’s dinner of a facelift. MultiAir engine saves it


0.9 TwinAir £12,100 12.7 107 85 107 67.3 98 ★★★★

1.2 £9800 13.9 97 69 75 54.3 123 ★★★

1.4 £11,305 13.2 103 77 85 49.6 132 ★★★

1.4 MultiAir £12,305 10.8 115 105 96 49.6 134 ★★★★

1.4 MultiAir £12,905 8.5 127 135 152 50.4 129 ★★★★

Abarth £16,847 7.9 133 165 184 47.1 142 ★★★

1.3 MultiJet £11,900 13.6 103 75 140 68.9 108 ★★★

BRAVO

Another so-what Fiat family car. Looks great and MultiAir engine superb but Stilo chassis is rubbish


1.4 £15,205 12.5 111 90 94 44.8 146 ★★

1.4 MultiAir £17,905 8.5 127 140 170 49.6 132 ★★★★

1.6 MultiJet £17,500 11.3 116 105 214 64.2 115 ★★★

1.6 MultiJet £19,100 10.5 121 120 221 61.4 120 ★★★

2.0 MultiJet £19,605 8.2 130 165 265 53.3 139 ★★★

KA

F O R D

Doesn’t drive or feel much like a Ford. Why? It’s a rebodied Fiat 500 without the cheeky retro appeal


1.2 £8725 13.4 99 69 76 57.7 115 ★★★

1.3 TDCi £11,475 13.6 99 75 107 68.9 109 ★★★

FIESTA

Popular Ford supermini is still great to drive. Shame about plasticky cabin and gopping facelift


1.0 Ecoboost £15,395 9.4 122 123 125 65.7 99 ★★★★

1.25 60 £9795 16.9 94 59 80 51.4 127 ★★★

1.25 80 £11,295 13.3 104 81 80 50.4 129 ★★★

1.4 95 £11,895 12.2 109 95 80 48.7 133 ★★★

1.4 120 £14,395 9.9 120 118 80 48.7 134 ★★★

1.4 TDCi £11,445 14.9 101 69 80 68.9 107 ★★★★

1.6 TDCi Econectic £15,195 12.3 111 94 80 76.3 95 ★★★★

B-MAX

No central pillar makes kid-loading a doddle. Don’t let gormless face and fussy dash put you off


1.0 Ecoboost £16,195 13.2 109 99 125 55.4 119 ★★★

1.0 Ecoboost £18,195 11.2 117 118 147 57.7 114 ★★★

1.4 Duratec £15,600 13.8 106 89 94 47.1 139 ★★★

1.6 Duratec £17,255 12.1 112 104 111 44.1 149 ★★★

1.5 TDCi £16,995 16.5 98 74 140 68.9 109★★★★

1.6 TDCi £18,895 13.9 108 94 158 70.6 104 ★★★★

FOCUS

Like: handling, equipment, ride. Don’t like: fussy cabin, Dodge Caliber styling. Estate £1k extra


1.0 Ecoboost £16,445 11.3 120 123 125 56.5 114 ★★★★

1.6 105 £16,000 12.3 116 104 111 47.9 136 ★★★

1.6 125 £17,500 10.9 122 123 117 47.9 136 ★★★

1.6 Ecoboost £19,750 8.6 130 148 162 47.1 139 ★★★★

1.6 TDCi 95 £16,995 12.5 112 94 170 67.3 109 ★★★

1.6 Zetec-S £20,495 7.9 138 179 177 47.1 139 ★★★★

ST £25,495 6.5 154 247 250 39.2 169 ★★★★

1.6 TDCi 115 £17,495 10.9 120 113 199 67.3 109 ★★★★

2.0 TDCi 140 £19,495 8.9 129 138 236 56.5 129 ★★★★

2.0 TDCi 163 £22,745 8.6 135 161 251 56.5 129 ★★★★

MONDEO

Voluminous Ford is still the Blue Oval’s best car. Huge cabin, top-drawer quality, great engines


1.6 Ecoboost £20,895 9.3 134 158 177 44.1 149 ★★★★

2.0 TDCi 140 £21,895 9.5 130 138 236 53.3 139 ★★★★★

2.0 TDCi 163 £25,495 8.9 137 161 251 53.3 139 ★★★★

C-MAX

Bigger, uglier semi-MPV version of Focus. 5-seat plays it straight; 7-seat Grand gets sliding doors


1.6 105 £17,695 12.6 112 104 110 42.8 154 ★★★

1.6 125 £18,695 11.5 117 123 118 42.8 154 ★★★★

1.6 Ecoboost £20,895 9.4 127 148 177 42.8 149 ★★★★★

1.6 TDCi £20,695 11.3 114 113 199 61.4 119 ★★★★

2.0 TDCi £21,245 9.6 125 138 236 55.4 134 ★★★★★

S-MAX

Sharp-suited 7-seater almost as good to drive as a Mondeo. Closest thing to an MPV for car nuts


2.0 145 £26,110 10.5 122 143 136 34.5 189 ★★★

1.6 Ecoboost £22,800 9.8 127 158 177 40.4 159 ★★★★

2.0 Ecoboost 240 £30,960 7.9 146 237 251 34 194 ★★★★

1.6 TDCi 115 £23,095 12.6 112 113 214 54 139 ★★★

2.0 TDCi 140 £23,345 10.2 127 138 236 49.6 152 ★★★★★

2.0 TDCi 163 £25,695 9.5 127 161 251 49.6 152 ★★★★★

GALAXY

Full-scale MPV that can still give you a chuckle on the way to work. Like a Luton Transit next to S-Max


1.6 Ecoboost £25,155 9.9 124 158 177 39.2 148 ★★★

2.0 Ecoboost £28,170 8.5 135 200 221 34.9 148 ★★★★

1.6 TDCi £27,850 13.0 111 113 214 54.0 139 ★★★

2.0 TDCi 140 £25,695 10.1 120 138 236 47.1 152 ★★★★

2.0 TDCi 163 £29,950 9.5 126 161 251 49.6 152 ★★★★

2.2 TDCi 200 £29,855 8.5 134 197 310 41.0 179 ★★★★

JAZZ

H O N D A

Still the supermini master when it comes to versatility. There’s even a hybrid version to avoid


1.2 S £11,605 12.5 110 89 84 53.3 123 ★★★★

1.4 ES £13,750 11.5 113 98 94 51.4 126 ★★★★

Hybrid £16,300 12.1 109 87 89 62.8 104 ★★★

CIVIC

Rakish good looks have gone, quality is up, but the rest of the package can’t compete with class best


1.4 i-VTEC SE £16,855 13.4 116 98 125 52.3 129 ★★★

1.8 i-VTEC ES £18,070 9.1 134 140 128 47.1 143 ★★★

2.2 i-DTEC ES £20,200 8.5 135 150 258 67.3 110 ★★★

ACCORD

Competent but ugly repmobile that desperately wants to be taken premiumly. Or even seriously


2.0 154 £21,365 9.3 134 154 142 38.7 168 ★★★

2.4 198 £26,550 7.8 141 198 170 32.5 202 ★★★

2.2 DTEC 148 £24,225 9.6 132 148 150 50.4 147 ★★★★

2.2 DTEC 180 £29,950 8.8 137 178 280 48.7 154 ★★★

INSIGHT

Cool-looking Prius rival spoiled by washboard ride and too little insulation from droney hybrid engine


SE £19,435 12.5 113 87 89 64.2 101 ★★★

CR-V

Easy-going soft roader with a great diesel engine. Try a Ford Kuga before handing any money over


2.0 SE £21,935 10.2 118 148 142 34.3 190 ★★★

2.2 DTEC SE £23,855 9.6 118 148 258 43.5 171 ★★★★

CR-Z

Spiritual successor to CRX. Cheap to run but it’d be twice the fun if they ditched the hybrid motor


1.5 S £20,550 9.9 124 112 128 56.5 117 ★★★★

i10

H Y U N D A I

New i10 look like a tribute to Euro carmaker’s styling, but it’s the most grown-up city car yet


1.0 £9345 14.8 93 68 70 67.3 99 ★★★

1.2 £8345 12.2 10.5 85 89 61.4 108

i20

No Fiesta to drive and plastics betray budget price, but that price + fi ve-year warranty = who cares?


1.2 £9995 12.7 104 84 88 57.6 114 ★★★

1.4 £12,095 11.6 112 99 101 52.3 125 ★★★★

1.1CRDi £11,795 15.7 99 74 133 74.3 99 ★★

1.4 CRDi £13,495 13.5 108 89 162 76.3 96 ★★★★

i30

Dynamically it’s still not quite a Focus, but build quality now Golf-like. Korea meets the A-list


1.4 £14,495 13.2 112 98 101 47.1 139 ★★★

1.4 CRDi £16,145 13.5 106 89 162 68.9 101 ★★★

1.6 CRDi £16,895 11.5 115 109 192 76.3 97 ★★★

1.6 CRDi £19,295 10.9 117 126 192 74.3 100 ★★★

i40

Koreans fi nally take on Mondeo Man. Quality and refi nement falls short, but only by a whisker


1.6 GDi £17,395 11.6 122 133 121 47.1 140 ★★★

1.7 CRDi £18,395 12.3 119 114 192 65.7 113 ★★★

1.7 CRDi £19,195 10.3 125 134 240 62.8 119 ★★★

i800

Van-based eight-seat box is just the thing for human traffi ckers with a conscience


2.5 CRDi £21,355 14.5 112 168 289 33.2 225 ★★

VELOSTER

Intruiging aysymmetrically doored coupe-hatch. Regular 1.6 is no fi recracker: go for butch Turbo


1.6 GDI £18,000 9.7 125 138 123 43.5 148 ★★

Turbo £21,995 8.4 133 184 195 40.9 157 ★★

iX20

Kia Venga’s sibling is a roomy Meriva rival with a typical Hyundai lack of fi reworks, but good value


1.4 £11,995 12.9 104 89 101 50.4 130 ★★★★

1.6 £14,455 12.2 114 123 115 65.7 114 ★★★

1.4 CRDi Classic £13,445 14.5 104 89 162 65.7 114 ★★★

CO2

299

270

LB FT

357

372

MPH

193

194

PRICE

£146,960

£152,086

CO2

350

LB FT

509

MPH

211

PRICE

£239,736

CO2

360

LB FT

503

MPH

208

PRICE

£227,077

CO2

330

LB FT

516

MPH

219

PRICE

£999,999

CO2

113

95

135

155

104

LB FT

75

107

96

152

148

MPH

99

108

113

128

112

PRICE

£9960

£11,960

£13,975

£15,275

£13,760

CO2

120

99

104

LB FT

75

107

140

MPH

103

111

105

PRICE

£8900

£10,750

£11,000

CO2

98

123

132

134

129

142

108

LB FT

107

75

85

96

152

184

140

MPH

107

97

103

115

127

133

103

PRICE

£12,100

£9800

£11,305

£12,305

£12,905

£16,847

£11,900

CO2

146

132

115

120

139

LB FT

94

170

214

221

265

MPH

111

127

116

121

130

PRICE

£15,205

£17,905

£17,500

£19,100

£19,605

CO2

115

109

LB FT

76

107

MPH

99

99

PRICE

£8725

£11,475

CO2

99

127

129

133

134

LB FT

125

80

80

80

80

MPH

122

94

104

109

120

PRICE

£15,395

£9795

£11,295

£11,895

£14,395

CO2

148

148

139

152

152

179

LB FT

177

221

214

236

251

310

MPH

124

135

111

120

126

134

PRICE

£25,155

£28,170

£27,850

£25,695

£29,950

£29,855

CO2

123

126

104

LB FT

84

94

89

MPH

110

113

109

PRICE

£11,605

£13,750

£16,300

CO2

129

LB FT

125

MPH

116

PRICE

£16,855

CO2

149

139

139

LB FT

177

236

251

MPH

134

130

137

PRICE

£20,895

£21,895

£25,495

CO2

114

136

136

139

109

139

169

109

129

129

LB FT

125

111

117

162

170

177

250

199

236

251

MPH

120

116

122

130

112

138

154

120

129

135

PRICE

£16,445

£16,000

£17,500

£19,750

£16,995

£20,495

£25,495

£17,495

£19,495

£22,745

CO2

154

154

149

119

134

LB FT

110

118

177

199

236

MPH

112

117

127

114

125

PRICE

£17,695

£18,695

£20,895

£20,695

£21,245

107

95

80

80

101

111

£11,445

£15,195

CO2

119

114

139

149

109★★★

104

LB FT

125

147

94

111

140

158

MPH

109

117

106

112

98

108

PRICE

£16,195

£18,195

£15,600

£17,255

£16,995

£18,895

CO2

101

LB FT

89

MPH

113

PRICE

£19,435

CO2

190

171

LB FT

142

258

MPH

118

118

PRICE

£21,935

£23,855

143

110

128

258

134

135

£18,070

£20,200

CO2

168

202

147

154

LB FT

142

170

150

280

MPH

134

141

132

137

PRICE

£21,365

£26,550

£24,225

£29,950

CO2

117

LB FT

128

MPH

124

PRICE

£20,550

CO2

99

108

LB FT

70

89

MPH

93

10.5

PRICE

£9345

£8345

CO2

114

125

99

96

LB FT

88

101

133

162

MPH

104

112

99

108

PRICE

£9995

£12,095

£11,795

£13,495

CO2

139

101

97

100

LB FT

101

162

192

192

MPH

112

106

115

117

PRICE

£14,495

£16,145

£16,895

£19,295

ake on Mondeo Man. Quality andake on Mondeo Man. Quality andnement falls short, but only by a whisker

ake on Mondeo Man. Quality andnement falls short, but only by a whisker

CO2

225

LB FT

289

MPH

112

PRICE

£21,355

CO2

148

157

LB FT

123

195

MPH

125

133

PRICE

£18,000

£21,995

CO2

130

114

114

LB FT

101

115

162

MPH

104

114

104

PRICE

£11,995

£14,455

£13,445

CO2

189

159

194

139

152

152

LB FT

136

177

251

214

236

251

MPH

122

127

146

112

127

127

PRICE

£26,110

£22,800

£30,960

£23,095

£23,345

£25,695

TH

E G

OO

D T

HE B

AD

&

TH

E U

GLY

GB

U

iX35

Hyundai’s best car is a Kuga-like soft roader that’s good to drive, well built and very un-Korean-looking


1.6 GDi £17,300 11.1 111 133 122 41.5 158 ★★★★

1.7 CRDi £18,600 12.4 108 114 192 48.7 139 ★★★★

2.0 CRDi 134 £21,600 10.8 113 134 236 51.4 147 ★★★★

2.0 CRDi 181 £25,060 9.8 121 181 289 39.8 187 ★★★★

SANTA FE

Big, bland off-roader gives Touareg room for Rav4 money. Seats seven but stultifyingly dull to drive


2.5 CRDi £25,495 9.4 118 194 311 47.9 155 ★★★

M

I N F I N I T I

Abysmal-looking, superbly-built 5-series rival: small, rides badly, no estate; hybrid surprisingly rapid


M37 GT £38,580 6.2 155 315 265 27.7 235 ★★★

M35h £46,840 5.5 155 302 258 40.4 162 ★★★

M30d £40,190 6.9 155 235 405 37.7 199 ★★★

QX50

Interesting coupe-styled crossover packed with kit but you’d best steer clear of any actual mud


EX37 £41,930 6.4 149 315 265 25 265 ★★

EX30d £37,130 7.9 137 235 405 33.2 224 ★★★

QX70

Hollywood SUV has more muscles than an ’80s action hero. Cramped inside but a great X5 rival


FX37 GT £46,750 6.8 145 315 265 23.4 282 ★★★★

FX50 S £58,250 5.8 155 385 368 21.6 307 ★★★★

FX30d GT £46,840 8.3 132 235 405 31.4 238 ★★★★

XF

J A G U A R

Facelift and fl eet-savvy 2.2d four-pot boost appeal. Superb to drive but roomier 5-series a better buy


XFR £65,350 4.9 155 510 461 22.5 292 ★★★★★

2.2 Diesel SE £29,950 10.5 130 161 295 52.3 149 ★★★★

2.2 Diesel £30,950 8.5 140 190 332 52.3 149 ★★★★★

3.0 Diesel £36,950 7.1 149 240 368 44.8 169 ★★★★

3.0 Diesel S £42,950 6.4 155 275 442 44.8 169 ★★★★★

XJ

Bravely-styled Jag limo features Bentley-esque cabin. XFR-engined Supersports ludicrously fast


5.0 V8 £67,050 5.7 155 385 380 24.9 264 ★★★★

5.0 Supersports £91,050 4.9 155 510 461 23.4 289 ★★★★

3.0 Diesel £55,515 6.4 155 275 442 40.1 184 ★★★★★

F-TYPE

Stunning-looking sports car with bellowing engines and a livewire chassis. But why so damn heavy?


5.0 £65,000 5.5 155 385 380 25.2 264 ★★★

XKR £78,550 4.6 155 510 461 23.0 292 ★★★★

XKR-S £97,000 4.4 186 550 501 23.0 292 ★★★★

XK

New nose keeps Jag’s Aston rip-off fresh but cabin is dated, rear seats are a joke and why no diesels?


5.0 £65,000 5.5 155 385 380 25.2 264 ★★★

XKR £78,550 4.6 155 510 461 23.0 292 ★★★★

XKR-S £97,000 4.4 186 550 501 23.0 292 ★★★★

WRANGLER

J E E P

America’s answer to Landie Defender is roomier, more refi ned and even pretty good on Tarmac


2.8 CRD Sport £22,995 11.2 107 197 302 39.8 187 ★★★★

COMPASS

Crossover with a duff driving position can be had with fwd. Rommel would have kicked its arse


2.0 2wd £16,995 10.6 115 154 140 37.2 175 ★★

2.2 CRD 4x4 £23,595 9.8 125 161 236 42.8 172 ★★

GRAND CHEROKEE

Much improved new Grand Chezza uses next Merc ML platform. Feels as premium as a Styrofoam cup


3.0 CRD V6 £36,795 8.2 126 237 405 39.2 218 ★★★

PICANTO

K I A

Roomy, fun to drive and well built, this big-chinned re-skinned Hyundai is a sound city buy


1.0 £7,995 13.9 95 68 70 67.3 99 ★★★★

1.2 Ecodynamics £10,195 11.0 106 84 89 65.7 100 ★★★★

RIO

Most buyers likely to expire long before seven-year warranty does. New model fi rmly unrubbish


1.4 £8545 12.3 108 96 92 47.9 139 ★★★

1.5 CRDi £9665 11.5 109 109 173 62.8 119 ★★★

VENGA

Honest little MPV cooler than Hyundai iX twin. Gearbox notchy and diesel noisy


1.4 £11,995 12.4 104 89 101 45.6 147 ★★★★

1.4 CRDi £13,295 14.0 103 89 162 62.8 117 ★★★

SOUL

Handles well but ride is nuggety, especially on bigger rims. Max Power graphics only for the brave


1.6 £12,130 10.6 110 124 115 43.5 153 ★★★★

1.6 CRDi £14,320 10.9 113 126 192 54.3 137 ★★★★

CEED

Second-generation Ceed ends all our jokes about Korean cars. It’s a true contender


1.4 £14,220 12.4 113 98 101 139 47.1 ★★★

1.6 GDI £17,140 9.8 118 133 121 124 52.3 ★★★

1.4 CRDI £15,640 13.0 106 89 162 68.9 109 ★★★

1.6 CRDI £16,840 11.5 122 126 192 76.3 97 ★★★

OPTIMA

Like the Hyundai i40, only with a Kia badge on the back and a bit more bling on the front


1.7 CRDi £19,595 10.2 125 134 240 57.6 128 ★★★

CARENS

Final Kia to get the ‘tiger nose’ face and better quality. The Korean metamorphisis is complete


1.6 £14,695 11.6 110 130 116 39.2 174 ★★

1.6 CRDi £15,995 12.1 112 126 192 45.6 149 ★★

SPORTAGE

Sharp-looking mid-range SUV is a brilliant Qashqai rival. Go for front drive with the little 1.7 diesel


1.6 GDi £17,295 10.7 111 133 122 44.1 149 ★★★

2.0 GDi £21,525 10.3 113 161 143 37.2 181 ★★★

1.7 CRDi £18,695 11.9 107 114 192 54.3 135 ★★★★

2.0 CRDi £23,025 10.9 112 134 236 34.4 195 ★★★

SORRENTO

Seven seats, cool design but diesels noisier than a Vegas stag-do and handling as fun as the hangover


2.0 CRDi £23,095 10.9 113 147 282 44.1 169 ★★★

2.2 CRDi £23,995 9.5 118 194 311 43.5 171 ★★★

GALLARDO

L A M B O R G H I N I

Over a decade old but still a worthy rival for much newer, techier Ferrari 458. Avoid ceramic brakes


LP560-4 £152,280 3.7 202 552 398 20.0 327 ★★★★

Superleggera £178,560 3.4 202 562 398 20.6 325 ★★★★AVENTADOR

Murcielago follow-up is vastly better in almost every way, but lacks the old car’s scare factor


V12 £253,200 2.9 217 700 508 17.2 398 ★★★★★

DEFENDER

L A N D R O V E R

Cramped, crude, charming Brit jeep way past its sell-by date but LR doesn’t know how to replace it


90 £23,795 15.8 90 120 266 27.7 269 ★★★

FREELANDER

Feeling a whole lot less desirable in face of Audi Q3 and Q5, BMW X3 and LR’s own sexy new Evoque


2.2 eD4 £22,005 11.7 112 150 309 47.1 158 ★★★

2.2 SD4 £28,260 9.5 118 190 309 40.4 185 ★★★

CO2

158

139

147

187

LB FT

122

192

236

289

MPH

111

108

113

121

PRICE

£17,300

£18,600

£21,600

£25,060

CO2

155

LB FT

311

MPH

118

PRICE

£25,495

CO2

235

162

199

LB FT

265

258

405

MPH

155

155

155

PRICE

£38,580

£46,840

£40,190

CO2

265

224

LB FT

265

405

MPH

149

137

PRICE

£41,930

£37,130

CO2

292

149

149

169

169

LB FT

461

295

332

368

442

MPH

155

130

140

149

155

PRICE

£65,350

£29,950

£30,950

£36,950

£42,950

CO2

264

289

184

LB FT

380

461

442

MPH

155

155

155

PRICE

£67,050

£91,050

£55,515

CO2

282

307

238

LB FT

265

385 368

405

MPH

145

155

132

PRICE

£46,750

£58,250

£46,840

CO2

147

117

LB FT

101

162

MPH

104

103

PRICE

£11,995

£13,295

CO2

139

119

LB FT

92

173

MPH

108

109

PRICE

£8545

£9665

CO2

99

100

LB FT

70

89

MPH

95

106

PRICE

£7,995

£10,195

CO2

187

LB FT

302

MPH

107

PRICE

£22,995

CO2

175

172

LB FT

140

236

MPH

115

125

PRICE

£16,995

£23,595

CO2

264

292

292

LB FT

380

461

501

MPH

155

155

186

PRICE

£65,000

£78,550

£97,000

CO2

264

292

292

LB FT

380

461

501

MPH

155

155

186

PRICE

£65,000

£78,550

£97,000

CO2

128

LB FT

240

MPH

125

PRICE

£19,595

CO2

47.1

52.3

109

97

LB FT

101

121

162

192

MPH

113

118

106

122

PRICE

£14,220

£17,140

£15,640

£16,840

CO2

174

149

LB FT

116

192

MPH

110

112

PRICE

£14,695

£15,995

CO2

169

171

LB FT

282

311

MPH

113

118

PRICE

£23,095

£23,995

CO2

149

181

135

195

LB FT

122

143

192

236

MPH

111

113

107

112

PRICE

£17,295

£21,525

£18,695

£23,025

CO2

269

LB FT

266

MPH

90

PRICE

£23,795

CO2

398

LB FT

00 508

MPH

217

PRICE

£253,200

CO2

158

185

LB FT

309

309

MPH

112

118

PRICE

£22,005

£28,260

CO2

218

LB FT

405

MPH

126

PRICE

£36,795

CO2

153

137

LB FT

115

192

MPH

110

113

PRICE

£12,130

£14,320

CO2

327

LB FT

398

MPH

202

PRICE

£152,280

HYUNDAI >>>>>MERCEDES-BENZ

DISCOVERY

An SUV without sporting pretensions and all the better for it. Refi ned, roomy, mega on and off road


3.0 SDV6 £37,995 9.3 112 252 443 32.1 230 ★★★★

EVOQUE

Pricey premium SUV just like the original concept. Drives like a hot hatch but can still do the dirty


Si4 £38,995 7.6 135 240 251 33.6 199 ★★★★

ED4 £27,955 11.2 112 150 280 56.3 133 ★★★

SD4 £29,705 9.5 124 190 309 50.2 149 ★★★★

RANGE SPORT

Lighter and even more capable than its predecessor, but the Cayenne remains our choice


3.0 SDV6 £48,795 8.9 124 252 443 32.1 230 ★★★★

5.0 V8 £67,295 6.2 140 503 461 23.2 348 ★★★

RANGE ROVER

Any remnants of utilitarian brief now smothered by luxury, but still a king off-road. A real Bentley-beater


TDV6 £71,295 7.9 136 255 442 37.7 196 ★★★★★

TDV8 £84,320 6.9 135 313 516 30.1 253 ★★★★★

5.0 V8 £98,395 5.4 140 503 461 20.5 322 ★★★★★

CT-200h

L E X U S

Look past this posh Prius’s poor ride, foul styling and fl at performance and the other 1% is, er, good


SE-i £23,485 10.3 112 98 105 68.9 94 ★★★

IS

Crazy styling and premium cabin let down by off-the-pace drivetrains. No diesel kills it for UK


250 2.5 £30,450 8.5 140 205 186 32.8 199 ★★★

300h £33,495 8.3 125 319 384 60.1 109 ★★★

GS

New GS now has 2.5 V6 to complement expensive hybrid. Still no diesel


250 £32,995 8.6 143 207 187 31.7 207 ★★★

450h hybrid £44,995 5.9 155 338 254 47.9 137 ★★★★

LS

Bank-vault-build S-class clone more refi ned than Asda white bread and about as interesting


460 £71,995 5.7 155 439 383 32.8 199 ★★★

600h L £99,495 6.1 155 439 383 32.8 279 ★★★

RX

Dull drive but hybrid-only second gen RX’s 145g/km CO2 fi gure makes it a company car no-brainer


450h SE £44,530 7.8 124 295 234 44.8 145 ★★★

ELISE

L O T U S

Still looks fresh, still a tonic to drive, and still expensive for a toy. Supercharged models are best


1.6 £28,100 6.5 127 134 118 45.0 149 ★★★★

EVORA

Incredible ride and handling; supercharged S version has pace to match


V6 £51,550 5.1 162 276 258 33.2 199 ★★★★

V6 S £60,550 4.8 172 345 295 27.7 239 ★★★★

EXIGE S

Elise meets Evora S, but it’s no parts-bin special, rather the best car Lotus currently makes


Exige S £52,900 3.8 170 345 295 28.0 236 ★★★★★

GHIBLI

M A S E R A T I

Critical element of the Maserati masterplan to quadruple sales. Sexy looks and a sporty drive


V6 £81,225 5.6 163 323 368 29.4 223 ★★★★

V6 S £87,350 5.0 177 404 406 27.2 242 ★★★★

Diesel £94,300 6.3 152 271 420 47.0 158 ★★★★

QUATTROPORTE

Nothing says Mafi a boss better than parking a black QP outside your Sicilian holiday home


V8 £81,225 5.6 167 395 339 19.2 340 ★★★★

V8 S £87,350 5.4 174 424 361 18.0 365 ★★★★

Sport GT £94,300 5.1 177 434 361 18.0 365 ★★★★

GRANTURISMO

Proper four-seat GT, either mild or wild depending on spec. Caged-up Stradale a superb GT3 rival


V8 £80,450 5.2 177 405 339 19.8 330 ★★★

V8 S £88,450 5.0 183 434 362 18.6 354 ★★★★

MC Stradale £109,995 4.6 187 442 376 19.6 337 ★★★★★

2

M A Z D A

Flyweight supermini looks good and drives well – shame there’s no hot version. Feels cheap inside


1.3 75 £10,305 14.9 104 74 88 55.4 119 ★★★

1.3 84 £11,130 13.6 106 83 90 55.4 119 ★★★★

1.5 Sport 102 £12,945 10.7 115 101 98 48.7 135 ★★★★

1.6d 95 £ 14,765 11.5 109 94 152 67.3 110 ★★★

3

Good-looking, well-equipped, keenly priced, and great to drive. Put it on your test-drive list


1.6 S 105 £ 14,755 12.2 114 104 107 43.5 149 ★★★

2.0 151 £19,005 10.4 128 148 141 41.5 159 ★★★

MPS £23,185 6.1 155 256 280 29.4 224 ★★★★

1.6d 115 £17,025 11.0 116 113 199 64.2 117 ★★★★

2.2d 150 £19,745 9.2 127 148 265 52.3 144 ★★★★

2.2d 185 £20,895 8.2 132 182 295 50.4 149 ★★★★

5

Sliding-door, 7-seat MPV with bizarre design motif making it look like it’s been side-swiped in a car park


1.8 115 £18,165 12.8 113 113 122 39.2 168 ★★★

2.0 150 £19,360 11.0 120 148 141 40.9 159 ★★★

1.6d 115 £20,655 13.7 111 113 199 54.3 138 ★★★

6

New 6 wraps up 5-series space in a stunning body, and it’s a fi ne steer. Mazda’s great form continues


1.8 £17,805 11.7 121 118 122 43.5 155 ★★★

2.0 155 £19,455 10.3 134 153 142 40.9 159 ★★★

2.5 170 £22,515 8.4 137 168 166 35.3 186 ★★★

2.2d 129 £20,000 10.9 121 127 251 54.3 138 ★★★

2.2d 163 £20,630 9.2 132 161 266 52.3 142 ★★★★

2.2d 180 £23,680 8.7 135 178 295 52.3 135 ★★★★

CX-5

Literally everything is new, but CX-5 is less sporty than rest of range. Majors on comfort but isn’t class-leading


2.0 SE-L £21,395 9.2 124 162 155 47.1 139 ★★★

2.2D SE-L £22,995 9.2 126 148 280 61.4 119 ★★★

2.2D Sport £27,195 8.8 129 173 310 54.3 136 ★★★

MX-5

Why has the world’s best-selling sports car got such duff, coarse naturally aspirated engines?


1.8 SE £17,990 9.9 121 124 123 39.8 167 ★★★

2.0 SE £18,785 7.6 132 158 138 36.2 181 ★★★★

12C

M c L A R E N

Tech tour de force with brilliant chassis now revised to add aural drama after mauling by 458


12C £176,000 3.1 205 616 443 24.2 279 ★★★★★

Spider £195,500 3.1 204 616 443 24.2 279 ★★★★★

P1

‘The best driver’s car in the world’, says McLaren. ‘Let us drive it at once, please’, says CAR


P1 £866,000 2.8 217 903 664 34.9.8 190 ★★★★★

A-CLASS

M E R C E D E S - B E N Z

Baby Merc goes conventional. Stiff ride, small inside, but way cooler than dumpy 1-series


A180 £18,945 9.8 126 120 147 51.4 129 ★★★

A200 £22,765 8.4 139 154 184 49.6 134 ★★★

A250 AMG Sport £26,855 6.6 149 208 258 44.1 148 ★★★★

A180 CDI £21,200 11.3 118 108 191 74.3 98 ★★★

A200 CDI £23,270 9.3 130 135 221 62.8 118 ★★★

CO2

199

279

LB FT

383

383

MPH

155

155

PRICE

£71,995

£99,495

CO2

330

354

337

LB FT

339

362

2 376

MPH

177

183

187

PRICE

£80,450

£88,450

£109,995

CO2

223

242

158

LB FT

368

406

420

MPH

163

177

152

PRICE

£81,225

£87,350

£94,300

CO2

340

365

365

LB FT

339

361

361

MPH

167

174

177

PRICE

£81,225

£87,350

£94,300

CO2

236

LB FT

295

MPH

170

PRICE

£52,900

CO2

167

181

LB FT

123

138

MPH

121

132

PRICE

£17,990

£18,785

CO2

279

279

LB FT

443

443

MPH

205

204

PRICE

£176,000

£195,500 CO2

207

137

LB FT

187

254

MPH

143

155

PRICE

£32,995

£44,995

CO2

94

LB FT

105

MPH

112

PRICE

£23,485

CO2

199

109

LB FT

186

384

MPH

140

125

PRICE

£30,450

£33,495

CO2

230

348

LB FT

443

461

MPH

124

140

PRICE

£48,795

£67,295

CO2

196

253

322

LB FT

255 442

516

461

MPH

136

135

140

PRICE

£71,295

£84,320

£98,395

CO2

230

LB FT

2 443

MPH

112

PRICE

£37,995 CO2

149

LB FT

118

MPH

127

PRICE

£28,100

CO2

199

239

LB FT

258

295

MPH

162

172

PRICE

£51,550

£60,550

CO2

119

119

135

110

LB FT

88

90

98

152

MPH

104

106

115

109

PRICE

£10,305

£11,130

£12,945

£ 14,765

CO2

129

134

148

98

118

LB FT

147

184

258

191

221

MPH

126

139

149

118

130

PRICE

£18,945

£22,765

£26,855

£21,200

£23,270

CO2

.8 190

LB FT

664 34.9

MPH

217

PRICE

£866,000

CO2

155

159

186

138

142

135

LB FT

122

142

166

251

266

295

MPH

121

134

137

121

132

135

PRICE

£17,805

£19,455

£22,515

£20,000

£20,630

£23,680

CO2

139

119

136

LB FT

155

280

310

MPH

124

126

129

PRICE

£21,395

£22,995

£27,195

117

144

149

199

265

295

116

127

132

£17,025

£19,745

£20,895

CO2

168

159

138

LB FT

122

141

199

MPH

113

120

111

PRICE

£18,165

£19,360

£20,655

CO2

199

133

149

LB FT

251

280

309

MPH

135

112

124

PRICE

£38,995

£27,955

£29,705

CO2

145

LB FT

234

MPH

124

PRICE

£44,530 CO2

149

159

224

LB FT

107

141

280

MPH

114

128

155

PRICE

£ 14,755

£19,005

£23,185

TH

E G

OO

D T

HE B

AD

&

TH

E U

GLY

GB

U

B-CLASS

Polishes the Mk1’s family van template, adding high quality cabin with iPad-style infotainment screen


B180 SE £21,290 10.4 119 120 148 47.9 137 ★★★

B200 Sport £23,955 8.6 138 154 184 47.9 138 ★★★

B180 CDI SE £22,060 10.9 119 109 184 64.2 114 ★★★

B200 CDI Sport £24,710 9.5 131 134 221 64.2 115 ★★★

C-CLASS

The best-C-class ever, but in need of its pension now. C63 AMG wagon a riotous dream


C180 £25,525 9.0 140 154 184 42.2 157 ★★★★

C250 £30,780 7.2 149 201 228 42.2 156 ★★★★

C350 £36,040 6.0 155 302 273 40.4 164 ★★★★

C63 AMG £55,065 4.5 155 451 442 23.5 280 ★★★★★

C200 CDI £26,795 9.2 135 134 266 58.9 125 ★★★★

C220 CDI £27,870 8.4 144 168 295 64.2 117 ★★★★

C250 CDI £30,320 7.0 149 201 368 58.9 131 ★★★★

C350 CDI £34,230 6.0 155 261 457 47.9 154 ★★★★

C-CLASS COUPE

3-series coupe rival is good to drive but is dumpier than a farmer’s wife after plopping out 10 kids


C180 £30,720 9.0 140 154 184 38.7 169 ★★★★

C250 £34,580 7.2 149 201 228 40.4 163 ★★★★

C350 £38,140 6.0 155 302 273 40.4 164 ★★★★

C63 AMG £57,165 4.5 155 451 442 23.5 280 ★★★★★

C63 AMG Black Series £98,765 4.2 188 510 457 23.2 286 ★★★★★

C220 CDI £33,080 8.4 144 168 295 55.4 133 ★★★★

C250 CDI £34,135 7.0 149 201 368 52.3 143 ★★★★

E-CLASS

Solid, unassuming and very dull besides CLS spinoff. Munich taxi drivers are going to love them


E200 CGI £29,485 8.5 144 181 199 38.7 169 ★★★

E250 CGI £32,035 7.5 150 201 228 42.8 154 ★★★★

E350 £39,655 6.8 155 288 269 32.8 201 ★★★★

E500 £49,260 5.2 155 382 391 26.2 253 ★★★★

E63 AMG £73,465 4.5 155 518 464 22.4 295 ★★★★★

E200 CDI £28,920 10.2 130 134 266 55.4 134 ★★★

E220 CDI £30,010 8.7 143 168 295 53.3 139 ★★★★

E250 CDI £31,630 7.7 149 201 368 53.3 139 ★★★★

E350 CDI £37,515 6.2 155 261 457 45.6 162 ★★★★

E-CLASS COUPE & CABRIO

Okay it’s an E-class, but there’s a bit of C in here too. Good all the same. Pay £3k more for cabrio


E200 CGI £31,315 8.5 149 181 199 38.7 168 ★★★

E250 CGI £34,015 7.4 155 201 228 36.2 180 ★★★★

E350 CGI £38,805 6.3 155 288 269 32.8 200 ★★★★

E500 £52,665 5.2 155 382 391 25.9 254 ★★★★

E220 CDI £31,840 8.5 146 168 295 53.3 139 ★★★★

E250 CDI £33,475 7.4 155 201 368 52.3 143 ★★★★

E350 CDI £36,745 6.7 155 228 398 41.5 179 ★★★★

CLS

MK2 E-class banana looks great, goes even better, particularly in AMG form with new twin-turbo V8


CLS250 CDI £46,680 7.5 150 201 368 54.3 135 ★★★★

CLS350 £49,998 6.1 155 302 273 40.9 161 ★★★★★

CLS500 £61,820 5.2 155 402 442 31.4 209 ★★★★

CLS63 AMG £80,645 4.4 155 518 516 28.5 231 ★★★★★

CLS250 CDI £46,360 7.5 150 201 368 54.3 135 ★★★★

CLS350 CDI £52,993 6.2 155 261 457 46.3 160 ★★★★

S-CLASS

Amazing new benchmark for tech, safety, and comfort. Mercedes just bombed the goalposts


S350 £61,680 6.9 155 302 273 36.7 179 ★★★

S500 £81,940 5.0 155 302 516 30.1 219 ★★★★

S600 £114,125 4.6 155 510 612 20.0 329 ★★★★★

S63 £112,290 4.5 155 537 589 26.9 244 ★★★★

S65 £163,630 4.4 155 621 737 19.8 334 ★★★★

S350 CDI BlueTec £60,005 7.1 155 254 457 45.6 164 ★★★★★

CL

Expensive, svelte-looking coupe is a great GT but lacks wow factor besides exotic oppo. Dies soon


CL500 £92,320 4.9 155 429 516 29.4 227 ★★★★

CL63 AMG £115,660 4.5 155 537 589 26.9 244 ★★★★

CL65 AMG £161,595 4.4 155 621 737 19.8 334 ★★★★

R-CLASS

Oddball crossover a rarity in UK. You’ll need the £4k pricer LWB 350 for decent space and go


R300 CDi £41,985 9.5 134 187 324 37.2 201 ★★★

R350 CDi £46,140 7.7 146 261 457 33.2 223 ★★★★

M-CLASS

Cayenne’s better on road and Disco off it. Uniquely small four-pot engine hardly makes it essential


ML250 CDI £45,375 9.0 130 201 368 44.8 165 ★★★★

ML350 CDI £48,475 7.4 139 254 457 39.2 189 ★★★★

ML63 AMG £82,995 4.8 155 518 516 23.9 276 ★★★★

G-CLASS

Used to be called the G-wagen. Amusing in AMG form, but why spend £120k on a Defender?


G350 Blue Tec £81,715 9.1 108 207 398 25.2 295 ★★★

G63 AMG £123,115 5.4 130 537 560 20.5 322 ★★★

GL-CLASS

Gargantuan seven-seater wants to be Merc’s Range Rover, but you’re better off in the real thing


GL350 CDI £58,395 7.9 140 261 457 30.7 242 ★★★

GL500 £73,155 6.5 149 381 391 20.8 317 ★★★

SLK

All new SLK gets parsimonious petrols, mini-SL styling and its arse kicked by a Boxster


SLK200 £29,980 7.3 149 181 184 41.5 158 ★★★

SLK250 £35,720 6.6 151 201 228 42.8 153 ★★★★

SLK350 £44,225 5.6 155 302 273 39.8 167 ★★★★

SLK55 AMG £54,950 4.6 155 415 398 33.6 195 ★★★★

SLK250 CDI £32,250 6.7 151 201 368 56.5 132 ★★★

SL

Excellent folding hard-top all rounder great as entry-level V6 or ballistic AMG. Pity about the looks


SL350 £72,495 5.9 155 302 273 37.7 176 ★★★

SL500 £83,455 4.6 155 429 516 30.7 214 ★★★

SL63 AMG £110,735 4.3 155 530 589 28.5 231 ★★★★

SL65AMG £168,225 4.0 155 621 737 24.4 270 ★★★★

SLS

Brilliant gullwing-doored coupe sounds like a Bonneville hot rod. Roadster loses retro doors


SLS £168,395 3.8 197 563 479 21.4 308 ★★★★★

SLS Roadster £180,000 3.8 197 563 479 21.4 314 ★★★★

HATCH

M I N I

Cool new Audi A1 is roomier, looks less like a novelty tie, but frugal Mini still the driving champ


First £11,810 13.2 109 75 104 52.3 127 ★★★

One £13,400 10.5 116 98 113 52.3 127 ★★★★

Cooper £14,780 9.1 126 122 118 52.3 127 ★★★★★

Cooper S £18,015 7.0 142 184 177 48.7 136 ★★★★★

John Cooper Works £22,330 6.5 148 211 192 39.8 165 ★★★★

One D £14,480 11.4 114 90 158 74.3 99 ★★★

Cooper D £16,060 9.7 122 112 199 74.3 99 ★★★★

Cooper SD £18,750 8.1 134 143 225 65.7 114 ★★★★

COUPE

Squahed-roof Mini hatch sacrifi ces back seats for style and promises extra handling brio too


Cooper £16,640 9.0 127 122 118 52.3 127 ★★★★

Cooper S £19,775 6.9 143 184 177 48.7 136 ★★★★★

John Cooper Works £23,795 6.4 149 211 192 39.8 165 ★★★★

Cooper SD £20,510 7.9 134 143 225 65.7 114 ★★★★

COUNTRYMAN

Blobby Mini soft roader comes in 2wd or 4wd versions. Still fun but really needs more poke


One £16,345 11.9 107 98 113 47.1 139 ★★★

Cooper £17,865 10.5 118 122 118 47.1 140 ★★★★

Cooper S £21,250 7.6 134 184 177 46.3 143 ★★★★

One D £17,360 12.9 106 90 158 64.2 115 ★★★

Cooper D £19,210 10.9 115 112 199 64.2 115 ★★★★

Cooper SD £ 21,970 9.3 123 143 225 61.4 122 ★★★★

ROADSTER

More composed than the Coupe, more together than the Convertible. Yet not a great convertible


Cooper £18,15 9.2 124 121 118 49.6 133 ★★★

Cooper S £20,900 7.0 141 181 177 47.1 139 ★★★

John Cooper Works £24,850 6.5 147 208 192 38.7 169 ★★★

Cooper SD £21,630 8.1 132 141 225 62.8 118 ★★★

MICRA

N I S S A N

Last Micra had Fiat 500 style and great chassis. New one has neither and it’s not built in UK either


1.2 £9650 13.7 106 79 81 56.5 115 ★★★

NOTE

Probably an F sharp. Practical and surprisingly good to drive but deeply, sonorously uncool


1.4 £11,200 13.4 101 87 94 47.9 139 ★★★

1.6 £12,500 10.7 114 108 113 42.8 149 ★★★

1.5 DCi £12,200 12.8 104 89 148 67.3 110 ★★★★

JUKE

Looks like a Suzuki Swift that’s gone 10 rounds with David Haye. Fun styling, rowdy engines


1.6 £13,395 11.0 111 115 116 44.8 147 ★★★

1.6 £14,495 11.0 111 115 116 44.8 147 ★★★

1.6 DiG £16,595 8.0 134 187 177 40.9 159 ★★★★

1.5 DCi £14,795 11.2 109 108 177 55.4 134 ★★★★

LEAF

Amazingly un-rubbish electric alternative to Golf. Now with longer range and lower price. Try it!


Leaf £30,990 11.9 90 107 206 n/a 0 ★★★★

QASHQAI

Mushy handling and doesn’t do anything clever, but it is likeable. Seven-seat version £1400 more


1.6 £16,495 11.9 113 115 116 45.6 114 ★★★

2.0 £18,195 10.1 121 138 144 36.2 184 ★★★★

1.5 DCi £18,195 12.4 110 108 177 54.3 137 ★★★

2.0 DCi £19,695 9.5 121 148 236 47.9 155 ★★★★

X-TRAIL

CAR’s old marketing manager bought one. Didn’t we teach him anything? Uglier with every facelift


2.0 DCi £25,780 10.0 124 171 266 44.1 168 ★★★

2.0 DCi £30,960 12.5 114 148 136 39.8 188 ★★★

370Z

Liked the 350Z? Replacement has same meaty steering, rough V6 and doorman stance


V6 £26,995 5.3 155 324 267 26.7 248 ★★★★

V6 Roadster £36,495 5.5 155 324 267 25.2 262 ★★★

GT-R

The stuff of exotic supercars’ nightmares: 911 Turbo S pace for Carrera money. Interior dating fast


3.8 V6 £76,610 2.8 199 542 465 24.0 279 ★★★★★

107

P E U G E O T

Another of the Toyota Aygo derivatives, Pug is basic fun and dirt cheap to buy and run

CO2

133

139

169

118

LB FT

118

177

192

225

MPH

124

141

147

132

PRICE

£18,15

£20,900

£24,850

£21,630

CO2

137

.9 138

64.2 114

64.2 115

LB FT

148

184

184

221

MPH

119

138

119

131

PRICE

£21,290

£23,955

£22,060

£24,710

CO2

157

156

164

280

125

117

131

154

LB FT

184

228

273

442

266

295

368

457

MPH

140

149

155

155

135

144

149

155

PRICE

£25,525

£30,780

£36,040

£55,065

£26,795

£27,870

£30,320

£34,230

CO2

169

163

164

280

286

133

143

LB FT

184

228

273

442

457

295

368

MPH

140

149

155

155

188

144

149

PRICE

£30,720

£34,580

£38,140

£57,165

£98,765

£33,080

£34,135

CO2

169

154

201

253

295

134

139

139

162

LB FT

199

228

269

391

464

266

295

368

457

MPH

144

150

155

155

155

130

143

149

155

PRICE

£29,485

£32,035

£39,655

£49,260

£73,465

£28,920

£30,010

£31,630

£37,515

CO2

168

180

200

254

139

143

179

LB FT

199

228

269

391

295

368

398

MPH

149

155

155

155

146

155

155

PRICE

£31,315

£34,015

£38,805

£52,665

£31,840

£33,475

£36,745

CO2

135

161

209

231

135

160

LB FT

368

273

442

516

368

457

MPH

150

155

155

155

150

155

PRICE

£46,680

£49,998

£61,820

£80,645

£46,360

£52,993

CO2

179

219

329

244

334

164

LB FT

273

516

612

589

737

254 457

MPH

155

155

155

155

155

155

PRICE

£61,680

£81,940

£114,125

£112,290

£163,630

£60,005

CO2

127

136

165

114

LB FT

118

177

192

225

MPH

127

143

149

134

PRICE

£16,640

£19,775

£23,795

£20,510

CO2

127

127

127

136

165

99

99

114

LB FT

104

113

118

177

192

158

199

225

MPH

109

116

126

142

148

114

122

134

PRICE

£11,810

£13,400

£14,780

£18,015

£22,330

£14,480

£16,060

£18,750

CO2

176

214

231

270

LB FT

273

516

30 589

737

MPH

155

155

155

155

PRICE

£72,495

£83,455

£110,735

£168,225

CO2

308

314

LB FT

563 479

479

MPH

197

197

PRICE

£168,395

£180,000

CO2

201

223

LB FT

324

457

MPH

134

146

PRICE

£41,985

£46,140

CO2

165

189

276

LB FT

368

457

516

MPH

130

139

155

PRICE

£45,375

£48,475

£82,995

CO2

242

317

LB FT

457

391

MPH

140

149

PRICE

£58,395

£73,155

CO2

295

322

LB FT

398

560

MPH

108

130

PRICE

£81,715

£123,115

CO2

158

153

167

195

132

LB FT

184

228

273

398

368

MPH

149

151

155

155

151

PRICE

£29,980

£35,720

£44,225

£54,950

£32,250

CO2

139

140

143

115

115

122

LB FT

113

118

177

158

199

225

MPH

107

118

134

106

115

123

PRICE

£16,345

£17,865

£21,250

£17,360

£19,210

£ 21,970

CO2

139

149

110

LB FT

94

113

148

MPH

101

114

104

PRICE

£11,200

£12,500

£12,200

CO2

0

LB FT

206

MPH

90

PRICE

£30,990

CO2

168

188

LB FT

266

136

MPH

124

114

PRICE

£25,780

£30,960

CO2

114

184

137

155

LB FT

116

144

177

236

MPH

113

121

110

121

PRICE

£16,495

£18,195

£18,195

£19,695

CO2

248

262

LB FT

4 267

4 267

MPH

155

155

PRICE

£26,995

£36,495

CO2

279

LB FT

465

MPH

199

PRICE

£76,610

CO2

227

244

334

LB FT

516

589

737

MPH

155

155

155

PRICE

£92,320

£115,660

£161,595

CO2

115

LB FT

81

MPH

106

PRICE

£9650

CO2

147

147

159

134

LB FT

116

116

177

177

MPH

111

111

134

109

PRICE

£13,395

£14,495

£16,595

£14,795

MERCEDES-BENZ >>>>>SEAT


1.0 Access £7995 12.3 98 68 70 65.7 99 ★★★★

208

Crucial new supermini has chic design touches, tiny steering wheel and is way lighter than 207


1.0 £9995 15.9 101 68 70 65.7 99 ★★★

1.2 £11,345 14.0 109 82 87 62.8 104 ★★★

1.4 £12,195 11.7 114 95 100 50.4 129 ★★★

1.6 £14,645 10.9 118 120 118 74.3 98 ★★★

1.6 £16,895 8.1 134 156 192 48.7 135 ★★★

207CC

Looks good, handles okay, but driving position abysmal and it’s even worse in the back


1.6 VTi £16,545 10.7 124 120 120 44.1 149 ★★★

1.6 THP £19,095 8.6 130 156 180 38.2 170 ★★★

1.6 HDi £17,995 10.9 119 112 180 58.9 125 ★★★

308

New 308 wears smart suit and boasts a stunning cabin design. Mushy dynamics let it down


1.4 VTi £15,245 12.7 113 98 100 44.8 144 ★★★

1.6 VTi £15,895 10.8 121 120 118 44.1 147 ★★★

1.6 THP 156 £17,645 8.8 133 156 177 42.2 155 ★★★★

1.6 THP GT 200 £21,645 7.7 147 200 203 40.9 159 ★★★★

1.6 HDi £16,745 12.4 113 92 169 67.3 110 ★★★

1.6 e-HDi EGC £17,665 11.4 118 112 199 67.3 118 ★★★

2.0 HDi £19,295 8.8 127 150 251 55.4 134 ★★★

3008

Mini-MPV saved from genuine brilliance by horrifi c guinea-pig-inspired styling


1.6 VTi £17,045 11.8 115 120 118 40.1 159 ★★★

1.6 THP £19,395 8.9 125 156 177 39.7 167 ★★★★

1.6 HDi £18,895 13.6 112 112 199 55.6 135 ★★★

2.0 HDi £21,145 9.7 121 150 250 50.4 146 ★★★★

508

Impressive assault on the Mondeo has great cabin and soothing long-distance refi nement


1.6 VTi £18,150 11.5 126 120 118 45.6 144 ★★★

1.6 THP £20,650 8.6 139 156 177 44.1 149 ★★★★

1.6 e-HDi £19,050 11.9 122 112 199 64.2 109 ★★★★

2.0 HDi 140 £21,095 9.6 140 163 251 57.6 129 ★★★★

2.2 HDi 200 £28,750 8.2 139 204 332 49.6 150 ★★★

RXH £33,695 9.5 132 197 332 68.9 107 ★★★★

5008

Full-size MPV gets tasty cabin and plenty of room, which is what you’ll give it if you’ve tried an S-Max


1.6 VTi £17,945 12.3 116 120 118 40.9 159 ★★★

1.6 THP £20,445 9.7 121 156 177 39.8 167 ★★★★

1.6 HDi £19,745 12.9 114 112 177 53.3 139 ★★★

2.0 HDi £22,195 10.0 121 150 250 49.6 149 ★★★★

RCZ

Wild-looking coupe makes TT look tame and expensive. Shame it’s not as good to drive


1.6 THP 156 £21,245 8.3 133 156 180 42.1 155 ★★★

1.6 THP 200 £23,595 7.6 146 200 206 40.9 159 ★★★★

2.0 HDi £24,595 8.7 137 163 240 53.2 139 ★★★

BOXSTER

P O R S C H E

Utterly brilliant, and S version is better than £80k 911 Cabriolet. Best Porsche this side of a GT3


2.7 £37,589 5.8 164 261 207 34.4 192 ★★★★★

3.4 S £45,384 5.1 173 311 266 32.1 206 ★★★★★

CAYMAN

Now has desirable looks to match world-class handling. Candidate for world’s best sports car


2.9 £39,162 5.8 165 262 221 30.1 221 ★★★★

3.4S £47,604 5.2 172 316 273 29.7 223 ★★★★★

R £51,728 5.0 175 325 273 29.1 228 ★★★★★

911

More refi ned than ever, but still the benchmark sports car. GT3 and Turbo now top the range


Carrera (3.4) £71,449 4.8 179 345 288 31.4 212 ★★★★★

Carrera S (3.8) £81,242 4.5 188 395 325 29.7 224 ★★★★★

PANAMERA

Imagine an S-class with a Corvette beak and 911’s arse. Fab to drive, if not to look at. GTS is our pick


3.6 V6 £62,783 6.8 162 296 295 25.0 265 ★★★

4.8 V8 £77,453 5.6 177 395 368 22.6 293 ★★★★★

GTS £90,409 4.5 179 424 513 25.9 256 ★★★★

Turbo £102,909 4.2 188 493 516 24.6 270 ★★★★

Hybrid £86,396 6.0 168 328 324 41.5 159 ★★★★

Diesel £62,454 6.6 150 246 406 43.0 172 ★★★★

CAYENNE

Who’s laughing now? Lighter, greener latest Cayenne is brilliant to drive, and even looks good


3.6 V6 £42,990 7.5 143 296 295 25.2 263 ★★★★

4.8 V8 £55,058 5.9 160 395 368 26.9 245 ★★★

GTS £61,147 5.7 162 420 379 26.4 251 ★★★★

Turbo £84,790 4.7 173 493 516 24.6 270 ★★★

Hybrid £59,058 6.5 150 328 324 34.4 193 ★★★

Diesel £46,338 7.6 137 242 405 39.2 189 ★★★★★

S Diesel £58,243 5.7 156 382 646 34.0 218 ★★★★

918 SPYDER

Hybrid supercar was the fi rst road car ever to lap the Nurburgring in less than seven minutes


Spyder £666,000 2.8 211 875 940 85.6. 79 ★★★★★

TWIZY

R E N A U L T

Crack-pipe crazy twin-seat quad bike runs on electric power. Fun in the sun.


Urban £6690 n/a 50 17 42 n/a 0 ★★★★

TWINGO

Don’t even bother now the hot RS has been canned. Cooking 1.2 isn’t long for this world


1.2 Dynamique £10,350 12.3 105 75 79 55.4 19 ★★★

RenaultSport Cup £12,960 8.7 125 133 118 42.2 155 ★★★★★

CLIO

New Clo looks, drives, and is built better than before. Auto-only RS Turbo is controversial.


1.2 £10,405 13.4 104 75 79 48.7 135 ★★★

1.2 TCE £13,100 11.0 114 100 114 52.3 125 ★★★★

1.6 £13,090 12.2 116 111 112 36.2 179 ★★★

Gordini 128 £14,000 9.3 122 128 114 42.2 155 ★★★★

200 Cup £16,930 6.9 141 200 158 34.5 190 ★★★★★

1.5 DCi £12,200 12.7 108 88 148 70.6 106 ★★★★

MEGANE

Rubbish Golf rival is nothing special to drive and tiny in the back. RS is only one worth looking at


1.6 100 £15,690 10.9 118 100 109 41.5 159 ★★

1.6 110 £16,000 10.5 118 110 112 39.8 163 ★★★

1.4 TCE £17,735 9.6 124 130 140 44.8 145 ★★★

2.0 TCE £21,070 7.8 139 180 222 36.7 178 ★★★

1.5 DCi 90 £17,220 12.9 109 90 148 64.2 104 ★★★

1.5 DCi 110 £17,885 12.3 116 110 177 68.9 106 ★★★

1.9 DCi £19,375 9.5 127 130 222 55.4 135 ★★★

RenaultSport £24,020 6.1 156 250 251 33.6 190 ★★★★★

SCENIC

The car that kick-started the mini-MPV craze is still vying for class honours. C-Max gets our cash


1.6 £16,615 11.7 119 110 112 38.2 174 ★★★

1.4 TCE £17,515 10.5 119 130 140 38.7 168 ★★★★

2.0 £20,420 10.6 119 140 144 34.9 186 ★★★

1.5 DCi 110 £18,100 12.3 112 110 177 60.1 124 ★★★

1.5 DCi 130 £20,900 10.3 121 130 236 64.2 115 ★★★★

GHOST

R O L L S - R O Y C E

A 7-series in its Sunday best but there’s nothing BMW-like about the price of this baby Rolls


Ghost £170,250 4.9 155 563 575 20.8 317 ★★★★★

WRAITH

Hugely powerful Ghost coupe is a surprisingly engaging drive, and worthy of the Spriti of Ecstasy


Phantom £276,275 5.7 149 453 531 18.0 377 ★★★★★

Phantom Coupe £253,125 5.8 155 453 531 18.0 377 ★★★★★

Phantom Drophead £292,600 5.8 149 453 531 19.1 347 ★★★★★

PHANTOM

Probably the world’s second-greatest car. Deliciously over the top but charming in every way


Phantom £276,275 5.7 149 453 531 18.0 377 ★★★★★

Phantom Coupe £253,125 5.8 155 453 531 18.0 377 ★★★★★

Phantom Drophead £292,600 5.8 149 453 531 19.1 347 ★★★★★

MII

S E A T

Seat’s bite of the Up/Citigo cherry. Meaning it’s funky, fun, and shames Japanese build quality


S 1.0 £7925 14.4 99 59 70 62.8 105 ★★★

Ecomotive £9275 14.4 100 59 68 68.9 96 ★★★

Sport £10,080 13.2 106 69 70 60.1 108 ★★★★

IBIZA

Now bigger, more refi ned and with a smarter cabin, it’s no longer VW Polo’s poor relation


1.2 £11,430 13.9 101 69 83 52.3 125 ★★★

1.4 £12,615 11.8 110 84 97 47.9 139 ★★★

1.2 TSi £14,245 9.8 118 104 129 55.4 119 ★★★★

1.4 FR £16,535 7.6 132 148 162 44.8 146 ★★★★

2.0 Cupra £17,645 7.2 140 178 184 44.1 148 ★★★★

1.2 TDi £13,415 13.9 104 74 133 72.4 102 ★★★

1.6 TDi £14,965 10.5 117 104 184 65.7 112 ★★★★

2.0 TDi £16,995 8.2 130 141 236 60.1 123 ★★★★

LEON

Truly excellent family hatch does everything a Golf can do, while looking sexier and costing less


1.4 £14,635 14.1 107 84 97 44.8 147 ★★★

1.2 TSi £16,180 10.9 116 104 129 52.3 124 ★★★

1.4 TSi £18,205 9.8 122 123 148 45.6 145 ★★★

2.0 TSi £21,600 6.9 145 208 206 38.7 170 ★★★

Cupra R £25,995 6.2 155 265 258 34.9 190 ★★★

2.0 TDi 140 £20,245 9.5 127 138 236 58.9 125 ★★★

2.0 TDi 170 £21,440 8.2 133 168 258 55.4 134 ★★★

ALTEA

Bigger Leon for dads desperate to pretend they’re not driving an MPV. Buy a C-Max


1.4 £14,875 15.0 105 84 97 43.5 152 ★★★

1.2 TSi £16,025 11.3 114 104 129 49.6 132 ★★★

1.4 TSi £17,445 10.3 121 123 148 43.5 152 ★★★

2.0 TDi £19,450 9.7 125 138 236 57.6 129 ★★★

EXEO

Topped and tailed old-shape A4 is great value. Would you pay £6k more for a barely better Audi?


2.0 TSi £22,935 7.1 152 208 236 40.9 159 ★★★★

2.0 TDi 120 £19,285 10.5 127 118 214 54.3 136 ★★★

2.0 TDi 143 £20,020 9.2 134 141 236 54.3 136 ★★★★

2.0 TDi 170 £23,255 8.4 142 168 258 49.6 148 ★★★★

ALHAMBRA

Auto emocion? Fine new Seat MPV displays as much emotion as an Edwardian family portrait


1.4 TSi £23,045 10.7 122 148 177 39.2 167 ★★★

2.0 TDi 115 £23,535 12.6 114 113 207 50.4 146 ★★★

2.0 TDi 140 £24,300 10.9 120 138 236 50.4 146 ★★★

CO2

159

167

139

149

LB FT

118

177

177

250

MPH

116

121

114

121

PRICE

£17,945

£20,445

£19,745

£22,195

CO2

155

159

139

LB FT

180

200 206

240

MPH

133

146

137

PRICE

£21,245

£23,595

£24,595

CO2

221

LB FT

221

MPH

165

PRICE

£39,162

CO2

192

206

LB FT

207

266

MPH

164

173

PRICE

£37,589

£45,384

CO2

144

149

109

129

150

107

LB FT

118

177

199

163 251

332

332

MPH

126

139

122

140

139

132

PRICE

£18,150

£20,650

£19,050

£21,095

£28,750

£33,695

CO2

159

167

135

146

LB FT

118

177

199

250

MPH

115

125

112

121

PRICE

£17,045

£19,395

£18,895

£21,145

CO2

144

147

155

159

110

118

134

LB FT

100

118

177

200 203

169

199

251

MPH

113

121

133

147

113

118

127

PRICE

£15,245

£15,895

£17,645

£21,645

£16,745

£17,665

£19,295

CO2

149

170

125

LB FT

120

180

180

MPH

124

130

119

PRICE

£16,545

£19,095

£17,995

CO2

99

104

129

98

135

LB FT

70

87

100

118

192

MPH

101

109

114

118

134

PRICE

£9995

£11,345

£12,195

£14,645

£16,895

CO2

99

LB FT

70

MPH

98

PRICE

£7995

223

228

273

273

172

175

£47,604

£51,728

CO2

212

224

LB FT

288

325

MPH

179

188

PRICE

£71,449

£81,242

CO2

265

293

256

270

159

172

LB FT

295

368

513

516

324

406

MPH

162

177

179

188

168

150

PRICE

£62,783

£77,453

£90,409

£102,909

£86,396

£62,454

CO2

263

245

251

270

193

189

218

LB FT

295

368

379

516

324

405

646

MPH

143

160

162

173

150

137

156

PRICE

£42,990

£55,058

£61,147

£84,790

£59,058

£46,338

£58,243

CO2

79

LB FT

940

MPH

211

PRICE

£666,000

CO2

0

LB FT

42

MPH

50

PRICE

£6690

CO2

19

155

LB FT

79

118

MPH

105

125

PRICE

£10,350

£12,960

CO2

135

125

179

155

190

106

LB FT

79

114

112

114

158

148

MPH

104

114

116

122

141

108

PRICE

£10,405

£13,100

£13,090

£14,000

£16,930

£12,200

CO2

159

163

145

178

104

106

135

190

LB FT

109

112

140

222

148

177

222

251

MPH

118

118

124

139

109

116

127

156

PRICE

£15,690

£16,000

£17,735

£21,070

£17,220

£17,885

£19,375

£24,020

CO2

174

168

186

LB FT

112

140

144

MPH

119

119

119

PRICE

£16,615

£17,515

£20,420

CO2

159

136

136

148

LB FT

236

214

236

258

MPH

152

127

134

142

PRICE

£22,935

£19,285

£20,020

£23,255

CO2

167

146

146

LB FT

177

207

236

MPH

122

114

120

PRICE

£23,045

£23,535

£24,300

CO2

125

139

119

146

148

102

112

123

LB FT

83

97

129

162

184

133

184

236

MPH

101

110

118

132

140

104

117

130

PRICE

£11,430

£12,615

£14,245

£16,535

£17,645

£13,415

£14,965

£16,995

CO2

105

96

108

LB FT

70

68

70

MPH

99

100

106

PRICE

£7925

£9275

£10,080

177

236

112

121

£18,100

£20,900

CO2

317

LB FT

575

MPH

155

PRICE

£170,250

CO2

147

124

145

170

190

125

134

LB FT

97

129

148

206

258

236

258

MPH

107

116

122

145

155

127

133

PRICE

£14,635

£16,180

£18,205

£21,600

£25,995

£20,245

£21,440

CO2

377

377

347

LB FT

3 531

531

531

MPH

149

155

149

PRICE

£276,275

£253,125

£292,600

CO2

377

377

347

LB FT

3 531

531

531

MPH

149

155

149

PRICE

£276,275

£253,125

£292,600

CO2

152

132

152

129

LB FT

97

129

148

236

MPH

105

114

121

125

PRICE

£14,875

£16,025

£17,445

£19,450

TH

E G

OO

D T

HE B

AD

&

TH

E U

GLY

GB

U

CITIGO

S K O D A

Beats its VW and Seat brother on price. You’d have to be a real badge snob to pick the others


S 1.0 £7360 14.4 99 59 70 62.8 105 ★★

1.0 GreenTech £10,020 13.2 96 74 70 68.9 96 ★★★

FABIA

Sound supermini but 60bhp 1.2 is slower than a one-legged tortoise and twin-charge vRS rough


1.2 60 £9,880 16.5 96 59 80 49.6 132 ★★

1.2 70 £10,420 14.9 101 68 82 51.4 128 ★★★

1.2 TSi 86 £11,970 11.7 110 86 118 54.3 121 ★★★★

1.2 TSi 105 £12,410 10.2 117 104 129 53.3 124 ★★★★

1.4 TSi vRS £16,415 7.3 139 178 184 45.6 148 ★★★

1.6 TDi £12,440 12.6 109 89 169 67.3 109 ★★★★

ROOMSTER

Three feet higher and it’s a ready-made Popewagon. Slow but useful, like a half-wit slave


1.2 £11,775 15.9 99 68 82 45.6 143 ★★

1.2 TSi 86 £12,420 12.6 107 85 118 49.6 134 ★★★

1.2 TSi 105 £13,810 11.0 114 104 129 49.6 134 ★★★★

1.2 TDi £16,120 15.4 103 74 133 67.3 103 ★★★

1.6 TDi £15,100 13.3 106 89 169 60.1 124 ★★★★

YETI

Brilliant but pricey VW parts-bin crossover not remotely abominable. Go for bigger engines


1.2 TSi £14,830 11.8 109 104 129 44.1 149 ★★★

1.4 TSi £16,230 10.5 115 120 148 41.5 159 ★★★★

1.8 TSi £20,485 8.4 124 158 184 35.3 189 ★★★★

1.6 TDi £17,045 12.1 109 104 184 61.4 119 ★★★★

2.0 TDi 110 £16,170 11.6 110 108 184 52.3 140 ★★★

2.0 TDi 140 £20,805 9.9 118 138 236 47.1 157 ★★★★

2.0 TDi 170 £22,340 8.4 125 168 258 47.9 155 ★★★★

OCTAVIA

Built on same platform as new Golf and A3, so it’s light, sharp to drive, and refi ned. Nice interior too


1.4 £13,280 14.3 108 79 98 44.1 149 ★★★

1.2 TSi £14,030 10.8 119 104 129 49.6 134 ★★★★

1.4 TSi £14,565 9.7 126 120 148 44.8 148 ★★★★

1.8 TSi £17,120 7.8 135 150 184 40.9 158 ★★★

2.0 TFSi vRS £20,330 7.2 150 197 206 37.7 175 ★★★★★

1.6 TDi £16,400 11.8 118 104 184 62.8 119 ★★★★

2.0 TDi 110 £18,885 11.0 121 108 206 58.9 126 ★★★

2.0 TDi 140 £18,650 9.5 131 138 236 58.9 126 ★★★★

2.0 TDi 170 vRS £21,155 8.3 140 168 258 49.6 149 ★★★★

SUPERB

Outstanding big Skoda such good value it’s almost philanthropic. Saloon looks foul – go for estate


1.4 TSi £17,675 10.5 125 123 148 41.5 157 ★★★★

1.8 TSi £18,865 8.6 137 158 184 39.2 169 ★★★★★

2.0 TFSi £26,060 7.8 147 197 206 35.8 178 ★★★★★

3.6 V6 £29,495 6.5 155 256 258 28.0 235 ★★★

1.6 TDi £18,495 12.5 117 104 184 56.5 130 ★★★★

2.0 TDi 140 £19,240 10.1 129 138 236 52.3 143 ★★★★★

2.0 TDi 170 £22,190 8.8 138 168 258 49.6 149 ★★★★★

FORTWO

S M A R T

Like riots, a peculiarly city-centric phenomenon. Like rioters, you’ll be sorry in the morning


54bhp CDI £10,650 16.8 84 54 96 85.6 86 ★★★

71bhp £9450 13.7 90 71 68 67.3 97 ★★★★

84bhp £9950 10.7 90 84 88 57.6 115 ★★★★

Brabus £15,520 8.9 96 102 108 54.3 119 ★★★

BRZ

S U B A R U

Ditches Subaru hallmarks of all-wheel drive and turbocharging, yet is the company’s best car in years


2.0 SE £24,995 7.6 141 197 151 36.2 181 ★★★★

LEGACY

Wagon-only Legacy offers Audi A6 Avant space for A4 money. We give it a zero for desirability


2.0 £21,995 9.8 120 148 145 32.8 199 ★★

2.5i £27,075 10.3 120 165 169 33.6 196 ★★

2.0d £24,865 9.6 120 148 258 46.3 161 ★★★

OUTBACK

Allroaded Legacy gets pumped up suspension and bodywork. Like Legacy it’s pure white goods


2.5 £26,875 10.4 120 165 169 33.6 194 ★★★

3.6R £35,895 7.5 140 256 258 28.2 232 ★★

2.0d £26,870 9.7 120 148 258 44.1 167 ★★★

FORESTER

Farmers’ favourite best enjoyed (if that’s the right word) with smooth boxer diesel


2.0 £21,370 10.7 115 148 146 37.7 173 ★★★

2.0d £23,070 10.4 116 145 258 47.9 155 ★★★★

XV

Pricey. Not very good really. No seriously. It really isn’t very good. But it is pricey


1.6i S £21,295 13.1 111 112 111 43.5 151 ★★★

2.0i SE £24,295 10.5 116 148 145 40.9 160 ★★★

2.0D SE £26,295 9.3 120 145 258 50.4 146 ★★★

ALTO

S U Z U K I

Suzuki’s crack at an Aygo is an Indian-built midget with an Audi grille. Cheap – and feels it


1.0 £7820 13.5 96 67 66 64.2 103 ★★★

SPLASH

Same car as Vauxhall’s Agila. More kit, but that means a higher starting price


1.0 £9495 14.7 99 67 66 55.4 119 ★★★

SWIFT

New car looks same as old. Sport version a brilliant warm hatch bargain. All models still a decent steer


1.2 SZ2 £10,210 12.3 103 95 87 56.5 116 ★★★★

1.3d SZ3 £12,890 12.7 103 74 140 67.3 109 ★★★★

Swift Sport £13,499 8.7 121 134 118 44.1 147 ★★★★

SX4

Dumpy crossover can barely challenge ageing current Qashqai, yet alone the imminent new one


1.6 £11,995 10.7 115 118 115 45.6 143 ★★★

2.0d £16,700 11.2 112 133 236 51.4 139 ★★★

JIMNY

Cramped, crude and slow, but staggeringly good off road. Selectable rwd for icy road highjinks too!


1.3 £11,905 14.1 87 84 81 39.8 162 ★★★

GRAND VITARA

Make the old humping rhinos spare-wheel cover standard and we’ll award another star


1.6 £15,995 14.4 99 105 107 34.5 195 ★★★

2.4 £17,310 11.2 112 164 166 32.1 205 ★★★

iQ

T O Y O T A

Your chance to own an Aston Martin for less than £15k. Turning circle like a London taxi


1.0 £10,445 14.7 93 66 67 64.2 99 ★★★★

1.3 £12,515 11.8 106 96 92 57.6 113 ★★★★

AYGO

No-frills city car is a re-nosed Pug 107/Citroën C1. Big on fun, short on refi nement


1.0 VVT-i £8,535 14.2 98 67 68 65.7 99 ★★★★

YARIS

Interior of new Yaris a huge improvement. Dreadful TV ads though, and you’d still prefer a Fiesta


T2 1.0 VVT-i £10,695 15.3 96 68 68 58.9 111 ★★★

TR 1.33 VVT-i £12,970 11.7 109 98 92 52.3 123 ★★★

TR 1.4 D-4D £14,470 10.8 109 89 151 72.4 104 ★★★

AURIS

Now at least looks sharper, but the cabin feels a generation behind the new Golf. Staid to drive


1.3 £15,225 13.1 109 100 97 47.9 136 ★★

1.6 £16,935 10.0 121 130 118 42.8 153 ★★★

1.4d £18,025 11.9 109 89 152 58.9 128 ★★★

Hybrid £19,895 11.4 112 98 105 74.3 89 ★★★

PRIUS

Prius 3 the best affordable hybrid. Roomy, refi ned, but still zero fun to drive


1.8 £20,845 10.4 110 98 105 72.4 89 ★★★★

VERSO

Great build quality, forgettable driving experience. Coming to a taxi rank near you soon


1.6 £17,505 11.7 115 130 118 41.5 158 ★★★

1.8 £21,150 11.1 115 145 133 39.8 164 ★★★

2.0d £19,790 11.3 115 125 228 53.3 139 ★★★

2.2d £23,430 10.1 121 148 251 41.5 178 ★★★

AVENSIS

Mondeo rival has been facelifted but we’re still too comatose from driving it the fi rst time to notice


1.6 £17,750 10.4 124 130 118 42.8 152 ★★★

1.8 £18,250 9.4 124 145 133 42.8 154 ★★★

2.0d £19,245 9.7 124 124 228 53.3 139 ★★★

2.2d £22,260 8.9 131 148 250 51.4 147 ★★★

RAV4

Where did it all go wrong? New RAV is the defenition of ‘also-ran’ in a competitive class


2.2d £23,590 10.0 118 148 251 47.1 156 ★★★

LAND CRUISER

Dubai-spec SUV comes in XL and XXXXL V8 forms. Leave it to the sand dwellers


3.0d £31,230 10.6 109 185 309 34.9 214 ★★★

4.5d £60,600 8.2 130 282 479 27.7 270 ★★★

GT86

Toyota’s set up its version of the Subaru BRZ to be an easy slider. We now believe in life after Auris


2.0 £24,995 7.6 141 197 151 36.2 181 ★★★★

ADAM

V A U X H A L L

Ten million combinations, says Vauxhall. None of which inclue a decent engine or a fun drive. Shame


1.0 £8495 14.7 99 64 66 55.4 119 ★★★

1.2 £11,105 12.0 109 93 87 55.4 119 ★★★★

1.2 £11,105 12.0 109 93 87 55.4 119 ★★★★

AGILA

Luton’s pensioner chariot is a rebagdged Suzuki Splash, with meaner kit levels to offset low price


1.0 £8495 14.7 99 64 66 55.4 119 ★★★

1.2 £11,105 12.0 109 93 87 55.4 119 ★★★★

CORSA

Feeling the heat from the sassier, chassier Fiesta. New VXR Nürburgring is a hardcore Clio 200 rival


1.0 £9495 18.2 96 64 66 56.5 117 ★★

1.2 £11,970 13.6 107 84 65 53.3 124 ★★★

1.4 £13,580 11.9 112 99 96 51.4 129 ★★★

VXR £18,910 6.8 140 189 170 38.0 172 ★★★★

1.3d £13,570 14.9 101 74 140 67.3 110 ★★★

CO2

105

96

LB FT

70

70

MPH

99

96

PRICE

£7360

£10,020

CO2

132

128

121

124

148

109

LB FT

80

82

118

129

184

169

MPH

96

101

110

117

139

109

PRICE

£9,880

£10,420

£11,970

£12,410

£16,415

£12,440

CO2

143

134

134

103

124

LB FT

82

118

129

133

169

MPH

99

107

114

103

106

PRICE

£11,775

£12,420

£13,810

£16,120

£15,100

CO2

149

159

189

119

140

157

155

LB FT

129

148

184

184

184

236

258

MPH

109

115

124

109

110

118

125

PRICE

£14,830

£16,230

£20,485

£17,045

£16,170

£20,805

£22,340

CO2

149

134

148

158

175

119

126

126

149

LB FT

98

129

148

184

206

184

206

236

258

MPH

108

119

126

135

150

118

121

131

140

PRICE

£13,280

£14,030

£14,565

£17,120

£20,330

£16,400

£18,885

£18,650

£21,155

CO2

157

169

178

235

130

143

149

LB FT

148

184

206

258

184

236

258

MPH

125

137

147

155

117

129

138

PRICE

£17,675

£18,865

£26,060

£29,495

£18,495

£19,240

£22,190

CO2

143

139

LB FT

115

236

MPH

115

112

PRICE

£11,995

£16,700

CO2

162

LB FT

81

MPH

87

PRICE

£11,905

CO2

116

109

147

LB FT

87

140

118

MPH

103

103

121

PRICE

£10,210

£12,890

£13,499

CO2

119

LB FT

66

MPH

99

PRICE

£9495

CO2

173

155

LB FT

146

258

MPH

115

116

PRICE

£21,370

£23,070

CO2

151

160

146

LB FT

111

145

258

MPH

111

116

120

PRICE

£21,295

£24,295

£26,295

CO2

199

196

161

LB FT

145

169

258

MPH

120

120

120

PRICE

£21,995

£27,075

£24,865

CO2

194

232

167

LB FT

169

258

258

MPH

120

140

120

PRICE

£26,875

£35,895

£26,870

CO2

86

97

115

119

LB FT

96

68

88

108

MPH

84

90

90

96

PRICE

£10,650

£9450

£9950

£15,520

CO2

181

LB FT

151

MPH

141

PRICE

£24,995

CO2

103

LB FT

66

MPH

96

PRICE

£7820

CO2

195

205

LB FT

107

166

MPH

99

112

PRICE

£15,995

£17,310

CO2

99

113

LB FT

67

92

MPH

93

106

PRICE

£10,445

£12,515

CO2

99

LB FT

68

MPH

98

PRICE

£8,535

CO2

136

153

128

89

LB FT

97

118

152

105

MPH

109

121

109

112

PRICE

£15,225

£16,935

£18,025

£19,895

CO2

111

123

104

LB FT

68

92

151

MPH

96

109

109

PRICE

£10,695

£12,970

£14,470

CO2

89

LB FT

105

MPH

110

PRICE

£20,845

CO2

158

164

139

178

LB FT

118

133

228

251

MPH

115

115

115

121

PRICE

£17,505

£21,150

£19,790

£23,430

CO2

152

154

139

147

LB FT

118

133

228

250

MPH

124

124

124

131

PRICE

£17,750

£18,250

£19,245

£22,260

CO2

156

LB FT

251

MPH

118

PRICE

£23,590

CO2

214

270

LB FT

309

479

MPH

109

130

PRICE

£31,230

£60,600

CO2

181

LB FT

151

MPH

141

PRICE

£24,995

CO2

119

119

119

LB FT

66

87

87

MPH

99

109

109

PRICE

£8495

£11,105

£11,105

CO2

119

119

LB FT

66

87

MPH

99

109

PRICE

£8495

£11,105

CO2

117

124

129

172

110

LB FT

66

65

96

170

140

MPH

96

107

112

140

101

PRICE

£9495

£11,970

£13,580

£18,910

£13,570

SKODA >>>>> VOLVO

1.3d 95 £14,340 12.3 110 94 140 80.7 94 ★★★

1.7d £17,020 9.5 124 128 221 62.8 118 ★★★

MERIVA

Suicide often comes to mind when asked about mini MPVs. Here, it’s merely down to the doors


1.4 £12,500 13.9 110 99 96 46.3 144 ★★★

1.4T 120 £18,115 11.5 117 118 129 46.3 143 ★★★

1.4T 140 £18,945 10.3 122 138 147 42.2 156 ★★★

1.3d £17,610 16.9 99 74 133 57.6 129 ★★

1.3d 95 £18,320 13.8 104 94 133 62.8 119 ★★★

1.7d £18,985 9.9 122 128 221 54.3 138 ★★★

ASTRA

Competent hatch can’t cut it with Focus and Golf, but GTC coupe can – it’s the best Vauxhall in years


1.4 87 £12,995 14.0 105 86 96 51.4 129 ★★

1.4 100 £16,135 12.9 111 99 96 51.4 129 ★★★

1.6 £17,810 10.9 118 113 114 44.8 147 ★★★

1.4T £20,090 9.0 126 138 147 47.9 138 ★★★

1.6T £19,035 7.9 138 178 169 41.5 159 ★★★

VXR £26,995 5.9 15 276 295 34.9 189 ★★★★

1.3d £17,980 13.8 109 94 140 68.9 109 ★★

1.7d 110 £18,385 11.8 113 108 192 62.8 119 ★★★

1.7d 125 £19,845 10.7 122 123 206 62.8 119 ★★★

2.0d £22,725 8.5 134 163 258 62,8 119 ★★★

INSIGNIA

Still looking smart, and button-fest cabin was much-improved in 2013 facelift. VXR is numb


1.8 £17,970 10.8 129 138 129 37.2 179 ★★★

1.4 T £18,680 na na 138 147 51.4 129 ★★★

1.6 T £23,350 8.4 140 178 170 36.0 169 ★★★★

2.0 T £25,195 7.2 150 217 258 33.0 179 ★★★★

2.8 T £34,350 6.9 153 256 258 25.7 258 ★★★

VXR £33,480 5.6 155 321 321 26.6 249 ★★★

2.0d 130 £19,510 10.4 127 128 221 60.0 124 ★★★

2.0d 160 £21,990 8.9 135 158 258 55.0 134 ★★★★

ZAFIRA TOURER

Vauxhall’s old stager useful but sorely lacking in street cred and Meriva-like design touches


1.8 ES £21,000 10.9 121 138 129 39.2 169 ★★★

1.4T Exclusiv £22,315 9.9 124 138 148 42.2 158 ★★★

2.0 CDTi ES £22,265 11.5 114 108 192 54.3 137 ★★★

2.0 CDTi SRi £25,065 10.6 119 128 221 54.3 137 ★★★

2.0 CDTi SRi £25,965 9.1 129 162 258 54.3 137 ★★★

MOKKA

Chunky styling and big warranty appeal. Button-fest cabin and rubbish diesel engine do not


1.8 ES £21,000 10.9 121 138 129 39.2 169 ★★★

1.4T Exclusiv £22,315 9.9 124 138 148 42.2 158 ★★★

ANTARA

Vauxhall’s version of the Chevy Captiva. Well equipped. Now with faint praise


2.2d 163 £19,995 9.9 117 161 258 44.8 167 ★★★

2.2d 184 £25,470 9.6 124 181 295 42.8 175 ★★★

UP

V O L K S W A G E N

After all the hype it’s basically just a replacement for the unlamented Fox. Top-notch quality though


1.0 £7,995 14.4 99 58 70 62.7 105 ★★★★

1.0 £10,390 13.2 106 74 70 60.1 108 ★★★★

POLO

Spinster of the supermini set is tight on space, tighter on style, but built like a bank vault


1.2 60 £9995 16.1 98 59 80 51.4 128 ★★★

1.2 70 £10,770 14.1 103 69 83 51.4 128 ★★★

1.4 £12,605 11.9 110 84 97 47.9 139 ★★★

1.2T £15,165 9.7 118 104 129 53.3 124 ★★★★

GTi £18,795 6.9 142 178 184 47.9 139 ★★★

1.2d £13,520 13.9 105 74 133 72.4 102 ★★★

1.6d £15,610 11.5 112 89 170 65.7 112 ★★★★

GOLF

Phaeton-spec cabin trim, super-refi ned and good to drive. Surprise surprise, it’s top of the class


1.2T 85 £15,850 12.3 111 84 118 51.4 129 ★★★★

1.2 TSi £16,715 10.6 118 104 129 49.6 134 ★★★

1.4 TSI £21,170 8.0 137 158 177 44.8 145 ★★★

GTI £25,305 6.9 149 207 206 38.7 170 ★★★★★

R £31,420 5.7 155 266 258 33.2 199 ★★★

1.6d 90 £17,265 12.9 111 89 170 62.8 118 ★★★

1.6d 105 £18,010 11.3 117 104 185 62.8 119 ★★★

2.0d 140 £20,505 9.3 130 138 236 58.9 126 ★★★★

2.0d 170 £24,635 8.1 138 168 258 55.4 134 ★★★★

SCIROCCO

Fast, forgiving and fun, fun, fun. And unlike a TT the back seats aren’t just for show


1.4 TSi £19,845 9.7 124 120 148 44.1 149 ★★★

2.0 TSi £24,705 6.9 149 207 206 38.2 172 ★★★★

R £29,745 6.0 155 261 258 34.9 189 ★★★★

2.0 TDi 140 £22,435 9.3 129 138 236 62.8 118 ★★★★

2.0 TDi 170 £24,520 8.1 138 168 258 55.4 134 ★★★★

EOS

A cut above the usual family coupe-cabrio dross. Neat looks, strong engines, decent handling


1.4 TSi 122 £23,130 10.9 123 120 148 45.6 144 ★★★

1.4 TSi 160 £24,210 8.8 135 158 177 41.5 157 ★★★★

2.0 TSi £27,510 7.8 148 207 206 39.8 165 ★★★★

2.0 TDi £24,800 10.3 129 138 236 58.9 125 ★★★

JETTA

Pointless booted Golf for junior salesmen whose company car list doesn’t stretch to a 320d


1.4 TSi 122 £16,965 12.5 125 120 148 45.6 144 ★★★

1.4 TSi 160 £19,590 8.3 137 158 177 45.6 144 ★★★

1.6 TDi £18,410 11.7 118 104 185 67.3 109 ★★★

2.0 TDi £20,210 9.5 130 138 236 58.9 126 ★★★

PASSAT

Mondeo is roomier and better to drive, Insignia better looking, but Passat is a solid all-rounder


1.4 TSi £19,290 10.3 127 120 148 47.9 138 ★★★

1.8 TSi £20,375 8.5 137 158 185 40.9 160 ★★★

2.0 TSi £24,475 7.6 148 207 206 39.2 169 ★★★★

1.6 TDi £20,065 12.2 121 104 185 65.7 114 ★★★

2.0 TDi 140 £21,355 9.8 131 138 236 61.4 119 ★★★★

2.0 TDi 170 £24,855 8.6 141 168 258 61.4 120 ★★★★

CC

Blatant Merc CLS rip-off is the coolest saloon, we mean coupe, sensible money can buy


1.8 TSi £24,395 8.5 139 158 185 39.8 164 ★★★★

2.0 TSi £28,485 7.3 150 208 206 38.7 169 ★★★★

2.0 TDi 140 £25,535 9.8 133 138 236 61.4 120 ★★★★

2.0 TDi 170 £28,810 8.6 141 168 258 58.9 125 ★★★★

PHAETON

Bentley Continental disguised as a Passat. Decent car with wrong badge and terrifi ng residuals


3.0 TDi £52,925 8.3 147 237 369 32.2 224 ★★★

3.0 TDI LWB £55,485 8.3 147 237 369 32.2 224 ★★★

TIGUAN

Great compact SUV little changed by recent facelift – strong sales say it didn’t need to be


1.4 TSi £21,085 8.9 126 158 177 42.2 156 ★★★★

2.0 TSi 180 £25,185 8.3 126 178 206 33.2 199 ★★★★

2.0 TSi 210 £26,530 7.8 134 207 206 33.2 199 ★★★★

2.0 TDi 110 £21,730 11.9 109 108 206 53.3 139 ★★★

2.0 TDi 140 £22,280 10.2 120 138 236 53.3 139 ★★★★

2.0 TDi 170 £26,325 8.9 125 168 258 47.1 158 ★★★★

TOUAREG

Roomier Touareg II is brilliant on road and off. Our long-term 3.0 TDi Altitude was lovely


3.0 TDi 204 £40,155 8.5 128 201 295 40.4 184 ★★★★

3.0 TDi 245 £41,770 7.8 137 242 405 39.2 189 ★★★★

4.2 V8 TDi £59,580 5.8 150 335 590 31.0 239 ★★★

3.0 V6 Hybrid £57,970 6.5 149 328 325 34.4 193 ★★★

TOURAN

Deathly dull seven-seat MPV box comprehensively outmanoeuvred by Focus Grand C-Max


1.2 TSi £18,175 11.9 115 104 129 44.1 149 ★★★

1.4 TSi £22,130 9.5 125 138 162 41.5 159 ★★★

1.6 TDi 90 £19,175 14.7 108 89 170 55.4 134 ★★

1.6 TDi 105 £19,775 12.8 114 104 185 55.4 134 ★★★

2.0 TDi 140 £23,445 9.9 125 138 236 53.3 140 ★★★

2.0 TDi 170 £26,520 8.9 132 168 258 49.6 151 ★★★

SHARAN

What kept you? 15 years after the mk1, new Sharan arrives with sliding doors, clever small engines


1.4 TSi £24,010 10.7 122 148 177 39.2 167 ★★★★

2.0 TSi £32,150 8.3 137 197 207 33.2 198 ★★★

2.0 TDi 115 £24,590 12.2 114 113 207 50.0 146 ★★★

2.0 TDi 140 £25,340 10.9 121 138 236 50.4 146 ★★★★

2.0 TDi 170 £28,895 9.8 130 168 258 48.7 152 ★★★★

V40

V O L V O

Offi cially the safest car ever, thanks to bonnet airbag (really). Lovely Nordic interior, and diesels are frugal


D2 £19,995 11.9 118 113 199 78.5 94 ★★★

D3 £21,245 9.6 130 148 258 65.7 114 ★★★

T3 £20,630 8.8 130 113 199 53.3 124 ★★★

T4 £23,730 7.7 155 251 265 35.8 185 ★★★

T5 £31,390 6.1 155 251 265 35.8 185 ★★★

S60/V60

Great cabin but no sports saloon whatever they say. Another Volvo with iffy ride


1.6 T3 £22,535 9.5 130 148 177 42.8 152 ★★★

1.6 T4 £26,185 8.3 140 178 177 42.8 152 ★★★★

2.0 T5 £27,890 7.3 143 237 236 35.8 184 ★★★

3.0 T6 £34,605 6.1 155 300 324 28.5 231 ★★★

1.6d Drive £23,495 10.9 121 114 199 65.7 114 ★★★

2.0 D3 £24,495 9.2 137 161 295 57.6 129 ★★★

2.4 D5 £27,145 7.7 143 212 309 60.1 124 ★★★★

S80

Likeable but greying 5-series rival never made an impact. Good cabin, poor ride. Spotting a theme?


1.6 T4 £29,155 8.5 137 178 177 42.8 152 ★★★

2.0 T5 £33,235 7.5 143 237 236 35.8 184 ★★★

3.0 T6 £40,035 6.7 155 300 324 28.5 231 ★★★

1.6d £25,245 11.5 118 114 199 62.8 119 ★★★

2.0 D3 £29,035 9.7 134 161 295 57.7 129 ★★★

2.4 D5 £31,135 7.9 143 212 309 57.7 129 ★★★

V70

Trad big wagon feeling distinctly off the pace these days. German rivals are cushier and more fun


1.6 T4 £28,005 8.7 134 178 177 41.5 157 ★★★

2.0 T5 £34,315 7.7 152 237 236 34.9 189 ★★★

3.0 T6 £40,085 6.9 155 300 324 27.7 237 ★★★

1.6d £25,995 11.5 118 114 199 62.8 119 ★★★

2.0 D3 £28,000 9.9 130 161 295 54.3 137 ★★★

2.4 D5 £30,100 8.1 140 212 309 55.4 134 ★★★

XC60

Good vice-free family wheels but looking seriously frumpy now that RR’s Evoque is on the scene


2.0 T5 £34,640 8.1 130 237 236 33.2 198 ★★★

3.0 T6 £41,260 7.3 130 300 324 26.4 249 ★★★

2.0d D3 £28,300 10.3 124 161 295 49.6 149 ★★★

2.4d D5 £30,770 8.4 130 212 309 50.4 149 ★★★★

94

118

140

221

110

124

£14,340

£17,020

CO2

129

129

147

138

159

189

109

119

119

119

LB FT

96

96

114

147

169

295

140

192

206

258

MPH

105

111

118

126

138

15

109

113

122

134

PRICE

£12,995

£16,135

£17,810

£20,090

£19,035

£26,995

£17,980

£18,385

£19,845

£22,725

CO2

144

143

156

129

119

138

LB FT

96

129

147

133

133

221

MPH

110

117

122

99

104

122

PRICE

£12,500

£18,115

£18,945

£17,610

£18,320

£18,985

CO2

179

129

169

179

258

249

124

134

LB FT

129

147

170

258

258

321

221

258

MPH

129

na

140

150

153

155

127

135

PRICE

£17,970

£18,680

£23,350

£25,195

£34,350

£33,480

£19,510

£21,990

CO2

169

158

137

137

137

LB FT

129

148

192

221

258

MPH

121

124

114

119 128

129

PRICE

£21,000

£22,315

£22,265

£25,065

£25,965

CO2

169

158

LB FT

129

148

MPH

121

124

PRICE

£21,000

£22,315

CO2

105

108

LB FT

70

70

MPH

14.4 99

106

PRICE

£7,995

£10,390

CO2

167

175

LB FT

258

295

MPH

117

124

PRICE

£19,995

£25,470

CO2

128

128

139

124

139

LB FT

80

83

97

129

184

MPH

98

103

110

118

142

PRICE

£9995

£10,770

£12,605

£15,165

£18,795

CO2

129

134

145

170

199

118

119

126

134

LB FT

118

129

177

206

258

170

185

236

258

MPH

111

118

137

149

155

111

117

130

138

PRICE

£15,850

£16,715

£21,170

£25,305

£31,420

£17,265

£18,010

£20,505

£24,635

102

112

133

170

105

112

£13,520

£15,610

CO2

149

172

189

118

134

LB FT

148

206

258

236

258

MPH

124

149

155

129

138

PRICE

£19,845

£24,705

£29,745

£22,435

£24,520

CO2

144

157

165

125

LB FT

148

177

206

236

MPH

123

135

148

129

PRICE

£23,130

£24,210

£27,510

£24,800

CO2

144

144

109

126

LB FT

148

177

185

236

MPH

125

137

118

130

PRICE

£16,965

£19,590

£18,410

£20,210

CO2

138

160

169

114

119

120

LB FT

148

185

206

185

236

258

MPH

127

137

148

121

131

141

PRICE

£19,290

£20,375

£24,475

£20,065

£21,355

£24,855

CO2

164

169

120

125

LB FT

185

206

236

258

MPH

139

150

133

141

PRICE

£24,395

£28,485

£25,535

£28,810

CO2

224

224

LB FT

369

369

MPH

147

147

PRICE

£52,925

£55,485

CO2

156

199

199

139

139

158

LB FT

177

206

206

206

236

258

MPH

126

126

134

109

120

125

PRICE

£21,085

£25,185

£26,530

£21,730

£22,280

£26,325

CO2

149

159

134

134

140

151

LB FT

129

162

170

185

236

258

MPH

115

125

108

114

125

132

PRICE

£18,175

£22,130

£19,175

£19,775

£23,445

£26,520

CO2

184

189

239

193

LB FT

295

405

590

325

MPH

128

137

150

149

PRICE

£40,155

£41,770

£59,580

£57,970

CO2

167

198

146

146

152

LB FT

177

207

207

236

258

MPH

122

137

114

121

130

PRICE

£24,010

£32,150

£24,590

£25,340

£28,895

CO2

94

114

124

185

185

LB FT

199

258

199

265

265

MPH

118

130

130

155

155

PRICE

£19,995

£21,245

£20,630

£23,730

£31,390

CO2

152

152

184

231

114

129

124

LB FT

177

177

236

324

199

295

309

MPH

130

140

143

155

121

137

143

PRICE

£22,535

£26,185

£27,890

£34,605

£23,495

£24,495

£27,145

CO2

152

184

231

119

129

129

LB FT

177

236

324

199

295

309

MPH

137

143

155

118

134

143

PRICE

£29,155

£33,235

£40,035

£25,245

£29,035

£31,135

CO2

157

189

237

119

137

134

LB FT

177

7 236

300 324

199

295

309

MPH

134

152

155

118

130

140

PRICE

£28,005

£34,315

£40,085

£25,995

£28,000

£30,100

CO2

198

249

149

149

LB FT

7 236

300 324

295

309

MPH

130

130

124

130

PRICE

£34,640

£41,260

£28,300

£30,770

TH

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AD

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GB

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“At our BMW ALPINA B3 GT3 and on the race

track we rely on KW coilovers – because our

customers expect just the best from an ALPINA.”

ANDREAS BOVENSIEPENManaging Director Alpina

KW clubspor t

BECAUSE WE DON‘T DRIVE JUST ANY CAR

www.MediaTel.biz

THE PERFECT SUSPENSION FOR EVERY PURPOSE.

www.KWautomotive.co.uk

KW automotive UK Ltd

Phone: 0870 990 7536

Fax: 0845 021 2548

eMail: [email protected]

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VPS I£49,995

DTA I£29,995

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6 JLN£6,995

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PVG I£39,995 www.facebook.com/regtransfers

Celebrity

interviews Russell Watson

Stacey Solomon

David Haye. . . and many more

YO

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NEW 80N NewbonN0I4 KES Noakes426 N0D NodN0L 44N NolanN0R 832T NorbertN0R 770N NortonNUT 73R NutterNUT 7Y Nutty0RA 70R Orator0RG 45M Orgasm0RG I85 OrgiesP4 CEY PaceyPAN 555Y PansyPAR 20T ParrotPAS 60E PascoePAV 3Y PaveyPAX 770N PaxtonPEA 2S PearsP34 RSE PearseP36 LER PeglerPEII DER PenderPEX 70N PextonPHII NES PhonesPI4 GUE PlaguePIII UME PlumeP0II DER PolderP0II AND PollandPI00 RCH PorchPRA 7T PrattP23 TTY PrettyREII DLE RendleRI02 DAN RiordanRI0 ACH RoachI2 0BY RobyR0C IIA RochaR0II ERX RollerR0N 4ID RonaldR00 II3Y Rooney20 XY RoxyRUS 77Y RustySAII CES SaucesS4 YLE SayleS34 NCE SeanceSEP 96 SepS37 TER SetterSHII GGY ShaggySII4 UNA ShaunaSHII RTS ShirtsSHU 7E ShuteSI3 RRA SierraSKE 76H Sketch

SI ACK Slack5 0LE SoleS0II YAS SonyaS0P 3R SoperS0U 74R SoutarS0U 77H SouthSPI2 ATT SprattS74 MPS StampsS7I LES StilesST0 6K StockSTI2 ANG StrangSTR 44W StrawSTR 444Y StrayT4 R0T TarotTES 73R TesterTII4 NKS ThanksTIII KKA Tikka70 YE ToyeTRE I3IE TrebleTU5I CUN TuscanT7 S0N TysonV4I2 LEY VarleyVEI2 N0N VernonVER 50S VersoV0II LEY VolleyV40 U0L VolvoVI0 WLE VowelsVUL 64N VulcanW4 CK0 WackoW8 LKY WalkWAII ETT WalletWA5I SAL WalsallBWA I5H WalshW4I2 NER WarnerW4 TES WatesW33 WEE Wee WeeW3II NER WeinerW3I SBY WelsbyW3I T0N WeltonWES 70N WestonWII ALE Whale895 WHY WhyWI3 RD0 WierdoWIII NES WinesWI00 RTH WorthW0I2 T0N WortonW2I6 LEY WrigleyYAP 37 YapYEL 85 YelYEII 0WS YellowsY0U II6S Young

B00 77YBoot

LYN 4MLynam

REN 70NRenton

HAM I3THamlet

GI ANDGland

WEII FEDWell Fed

BEG IIMBegum

M0Y 3RMoyer

T3 NCHTench

MAII 0RYMallory

0XL 3YOxley

F0R 63TForget

D0B 8SDobbs

PI66 0TTPiggott

L4 TCHLatch

LET 773RLetter

KEE I3YKeeley

RI0 B0TRobot

BUN 70NBunton

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Greatness eluded Alex Zanardi in F1. But he achieved it

here, at London 2012

1 62

3

4

8 10

7 9

5

car, 0008-5987 is published 12 times a year by Bauer consumer Media Ltd. airfreight and mailing in the USa by agent named air Business Ltd, c/o Worldnet Shipping Inc., 156-15, 146th avenue, 2nd Floor, Jamaica, NY 11434, USa. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to car, air Business Ltd, c/o Worldnet Shipping Inc., 156-15, 146th avenue, 2nd Floor, Jamaica, NY 11434, USa. Subscription records are maintained at Bauer Media Subscriptions, cDS Global, Tower House, Sovereign Park, Lathkill Street, Market Harborough, Leics, LE16 9EF, United Kingdom. air Business Ltd is acting as our mailing agent.

1 Niki Lauda The most famous comeback of all. Thwarted in his attempt to organise a Nürburgring boycott of the ’76 race on safety grounds, Lauda himself crashed, suffering catastrophic burns. Just six weeks and two races later, sporting reconstructed eyelids, he came fourth at Monza.

2 MartiN BruNdLeAt the 1996 Australian GP

Brundle launched his Jordan into

a spectacular first-lap barrel roll,

snapping his chassis in two. Only

too aware that time was running

out to fit in another smash before

the race was over, he sprinted back

to grab the spare car, restarted, and

promptly collided with Pedro Diniz.

3 doN GarLitsBig Daddy’s ‘Swamp Rat’ dragsters had already earned him a stack of trophies, when his two-speed transmission exploded, taking a chunk of his foot with it, in a 1970 race. Garlits was back on strip the following year, showing proper bravery by keeping what was left of his foot in, to win more tin.

4 david CouLthardCheating death in a plane crash

isn’t ideal prep for a Grand Prix.

Coulthard, his bodyguard, and

girlfriend Heidi Wichlinski had a

miraculous escape when their light

aircraft crashed in France, killing

both pilots. Four days later, the Scot

strapped himself into his McLaren

at the 2000 Spanish GP and

finished second.

5 aJ FoytAs comebacks go, it’s hard to top winning the Indy 500 twice despite being declared dead. But that’s what Foyt did, a track doctor having almost called for the coroner after a horrendous end-over flip at Riverside in ’65.

6 aLex ZaNardiFormer F1 driver Zanardi lost both

legs in a terrible CART accident that

should have killed him. Showing

even more determination than CAR

readers used to need to tackle

an LJK Setright column, he has

since driven an F1 car, competed

in WTCC, and swapped sports

altogether to win handcycling gold

at London 2012.

7 taZio NuvoLariTN’s race history is littered with crazy post-crash comebacks on both two- and four wheels. But Nuvolari didn’t bother waiting to recover before getting back on track. After one bad smash and with a leg in plaster, he had his car modified so he could operate all three pedals with one foot.

8 JohNNy herBertDuring a potential championship-

winning year in F3000, a horrific

crash that chopped off the front of

his car nearly left the diminutive

Herbert a couple of feet shorter.

Unperturbed, he was racing in F1

the following year, almost nabbing a

podium on his first outing.

9 Mika häkkiNeNAt Australia in 1995, a tyre failure forced the Finn’s McLaren into a tyre wall, where he suffered a fractured skull, internal bleeding, and would have died had race medic Sid Watkins not restarted his heart and ripped him a new airhole, mate. Mika obviously found convalescing dull because he was back in the car three months later.

10 Mark WeBBerFlipping his Mercedes CLR during

practice at Le Mans in 1999 proved

so enjoyable that Webber did it all

over again during the race warm-up.

Not wanting to be left out, team-mate

Peter Dumbreck had a go, too.

Greatest racing comebacksThey refused to let small matters such as being declared dead,losing limbs or fatal plane crashes stop them racing. By Chris Chilton

Top10The

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