Cars

Todays snapshot
of tomorrows 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,
were 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 Monacos 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
2014S GREAT
USED CAR BUYS
A G E N D A
12 Porsche to build MX-5 rival!
14 VWs 394bhp super-Golf
16 Senna, by the men who knew him
17 Le Mans: the drivers view
18 Mercs X6, plus this months metalfest
20 Land Rover: the 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: Mercs 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: 2014s great used car buys
They look identical to brand new, yet cost a fraction of
the new price. We name the years heroic bargains
76 LaFerrari: the 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 Monacos glittering motor show
Come to Top Marques 2014. Leave good taste at the door
112 Audis all-cars-in-one concept
We drive the Allroad Shooting Brake. New TT, anybody?
118 BMW M4 vs 911 & F-type
Its 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
CAR MAGAZI NE I S NOW ON ANDROI D! GO TO GOOGL E PL AY MAGA ZI NE STORE
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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118
BMWs 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, Ive got memories of a
multitude of amazing drives backed up
to my cloud, and quite a few of them
have been in BMWs M3. At my 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 rst reviews were measured in their
praise. But I remember taking it on
track for the rst time, and marvelling
that the stratospheric engine felt even
more charismatic and intoxicating, and
delighting in how sweetly and
controllably it oversteered. Before
stu ng it into a bush.
And so we arrive at the 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,
its 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, Jags F-type
V6 S for extrovert fun.
Finally, were able to
deliver the next
chapter in the M story,
and answer all our
questions. Turn to p118
to read Bens verdict.
M Division: the next chapter
Editors welcome
PHIL MCNAMARA
Editor
World of
Whats great is I dont need to lick
anyones 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 havent had this good a time in ages
Paul Horrell salutes a high watermark
in Mitsubishis Evo VIII FQ300
Audis new A8 scores a shock
victory over the Jaguar XJ, BMW
7-series and Mercedes S-class
Crashed out
THATS 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 out
WRITER GUY Bird and the editor ended
up on a US airforce carrier, beside a
Space Shuttle. Thats 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 wasnt quite as
cosy as it looks: Loeb was about to face
his rst World Touring Car test p88
DRIVING JAY KAYS
BOX-FRESH ENZO
Jay Kays 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 magazines past 50 years
Also in the issue
THIS MONTH IN CARS HISTORY June 2003
S U B S C R I B E
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P74
G
ET 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
Porsches 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 Porsches first since the
912s in the mid-60s. The four displaces
2.0 litres, is turbocharged, and punches
PURE PORSCHE
The 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
drivers 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 Audis 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 Mullers strategy to reposition
the Boxster and Cayman. Todays cars will
receive a mid-cycle revamp in 2016,
triggered by the 718s 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/Boxsters 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!
Agenda
THE STUFF WE RE AL L TAL KI NG ABOUT THI S MONTH
CARMAGAZINE.CO.UK I JUNE 2014 12
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Long-rumoured baby Porsche looms, with four-pot engines,
32k price and a lightweight ethos, reveals Georg Kacher
Baby Boxster
coming 2016
10k saving on
Boxster and a
simpler ethos may
make 718 the
purists Porsche
PUNCHY PORSCHE
Boxer 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 PORSCHE
Although 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, rst water-
cooled and 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
Webbers 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 HI STORY OF THE PORSCHE FOUR-CYLI NDER
13 JUNE 2014 I CARMAGAZINE.CO.UK
360
GUIDE TO
VW GOLF R400
Max 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-AMG
Apparently the 296bhp Golf R isnt
powerful enough for its creators. So after a
round of solemn self-agellation,
Volkswagen has built a hot hatch with
nearly 100bhp more, the 394bhp Golf R
400. Its 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 GOLF
VW R&D boss Ulrich Hackenberg
challenged his team to build an engine to
best Mercs, and this mad motor is the
result. The basis is the Golf Rs 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 Ss.
5. AT YOUR LOCAL VW DEALER SOON
There have been mad Golf concepts before, rst the
Bentley-engined GTI W12 in 2007, and recently last
years 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 CONTROL
VW reckons the Golf Rs
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 PLEASE
BMWs 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 CARBON
There are suicide doors, latching onto
a clever carbonbre B-pillar that also
houses the front seats, and provides
rigidity. Electric powertrain batteries 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 doesnt necessarily do
that. Proportionally its lower than Gran
Lusso, last years 7-series Coupe.
3. 911? PAH!
On paper the engine might be a match for a
Porsches, 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 Rs 4.9sec. The top
speed (limited to 175mph) aint 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 youre 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
reect shade
of 911 drivers
bested by
a Golf
Senna remembered
by the men who knew him best
Gerhard Berger
McLaren team-mate
AYRTON WAS the greatest race driver of
all time. There wasnt 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 elses.
We had a good relationship out of the car, mostly because
I think he trusted me. When he beat me I didnt 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. Id go into his room and try
to get him to look at Playboy, but he wouldnt do it and it was
usually him on pole! Maybe I was reading the wrong stuff.
Pat Symonds
Toleman 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. Id 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. Thats the level of precision
he had, even in his rst season.
Adrian Newey
Williams chief
designer
AYRTON HAD been Williams main
rival for years, so the team was very
excited when Frank announced hed
be joining us for 94. He came to the
factory in December for a seat tting,
but the 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 hed 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
condence in his own ability. Our car
wasnt good early in the season and
he carried it; he made it do things that
it wasnt capable of. By the time wed
sorted it he wasnt with us anymore.
Had he been, Im sure he would have
won the world championship that year.
Tom Clarkson
Our man in F1
S
UCH 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 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
On the eve of Le Mans, Anthony Davidson
gives CAR the drivers view. By Ben Barry
H
OW DOES Le Mans compare with F1?
F1 can spoil you, but I like being in an enclosed
car, its 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 years car?
It moves around more and theres less mechanical
grip, but with four-wheel drive its very calm out of
corners; theres less need for traction control. The
driving position is more upright, the A-pillar is
thinner, and were 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?
Theres 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 cant 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 cant 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 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 youve
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 Id just get o to sleep
before I had to get back in the car. Last year my sleep
was so deep I was dreaming.
Its like F1,
only less
violent
Josef Leberer
Trainer and friend
I WORKED for Willy
Dungls clinic in Austria and they placed
me at McLaren in 88. Id 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
y with the body back to Brazil, which I
did. Varig took all of the middle seats out
of Business Class and placed the cofn
there. I sat next to it for 12 hours and as
we approached Sao Paulo I looked out
to see ghter jets on our wing tips.
Toyota TS040: nished
one-two at Silverstone,
next stop Le Mans
Ron Dennis
McLaren team boss
AYRTON WAS incredibly focused
and intense, but there was a fun side
to him and I think Gerhards presence
in the team helped to bring that out.
Ill never forget one occasion at
the Villa dEste, 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 Ayrtons room while
we were having dinner. And neither
of us ever admitted to the other that
wed 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 wouldnt have done
anything different.
G
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P
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ENTER AT
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Agenda
Incoming
The good, the bad and the ugly of
this months new cars and concepts
Mercedes Concept Coupe SUV
Citron C-XR and Citron DS 6WR
CITROENS POSH DS range is
a big deal in China, where its sold
as a standalone brand. Its getting
a standalone SUV, the 6WR, a
production-ready take on last years
Wild Rubis concept. Sized between
BMWs X3 and X5, the 6WR can be
had with Citrons hybrid powertrain
for all-wheel-drive capability. The
C-XR is Citrons 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)
VWS 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, its
a cert for Beijing and Bostons chattering
classes, but what about Birminghams?
VWs product planners are mulling it, as an
alternative to Audis A3 saloon.
Peugeot 2008 DKR
PEUGEOT CLAIMS its 2015 Dakar rally contender shares an
unmistakable family resemblance to the road-going 2008. What,
the one they modied for Batman? We love the menace of this
chopped, two-door rally raid monster running 37in tyres. Betting its
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.
Its 20% more efcient
thanks to the SUV being
59kg lighter and more
slippery. Euro sales could
happen, but wed need a
diesel earlier and with four-
cylinders this time. Unlikely.
JOHN SURTEES
Only man to have won world titles
on two and four wheels: 500cc
bikes in the 50s, and F1 in 1964
DONALD CAMPBELL
No-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 GURNEY
Invented aerodynamic Gurney
ap, podium champagne-spraying,
and won in F1, IndyCar, Nascar,
Can-Am, Trans-Am and Le Mans
CHRIS HOY
Six-time Olympic
cycling champ
nished 14th of
30-plus cars,
racing a GT-R
Nismo GT3 at
Oulton Park
FELIX BAUMGARTNER
Red 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 X6s
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 its 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 before
Virgin Galactic hopes to blast into space this year with Land Rovers
help from this New Mexico base, reports Phil McNamara
S
PACE, THE FINAL frontier.
And now the latest marketing
channel for Land Rover, after it
struck a supply deal with
edgling spaceline Virgin
Galactic, after 18 months of
negotiations. Sir Richard Bransons
commercial venture hopes to conclude
its rst, long-delayed space ight by
the end of 2014, with the British
entrepreneur on board. Land Rovers
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 ight globally.
The Enterprises Star Trek mission
was to explore strange new worlds to
boldly go where no man has gone
before. Virgin Galactics
quest is rooted in free enterprise: to
seek out new prots. The rm has
collected deposits worth more than
$85million from 700 people, keen to
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).
Weve two ways to excite kids about
engineering: space travel and fast cars!
says Virgin Galactics CEO George
Whitesides. Land Rovers marketing
chief Phil Popham vows the alliance is
a neat t: We share a pioneering spirit
of adventure, of technical innovation:
you cant get more innovative and
technical than taking people into space
and back again.
1 GATEWAY TO SPACE
Spaceport 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. Theyll 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 Rovers Popham. 2 MI SSI ON CONTROL
Land Rovers eet including
the new Discovery family
(concept below) will also be
used by operations staff of the
USAs rst privately operated
spaceport. Were 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 Juke
rivals, coming 2014-16
THE 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 its 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 SPACEFLI GHT
Once outside the atmosphere
at 110km up, the six passengers
can 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 Galactics ships to
go point-to-point, cutting the ight
from London to Australia to say three
hours. Says ex-NASAs Whitesides:
Land Rover and Virgin Galactic
want to push the boundaries of
travel: we want to open up space to
the betterment of humanity.
CITRON C3
CACTUS (2014)
Cute looks, light weight
(from 965kg), novel Air
Bump protection a
return to form for Citron,
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 Fiats
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 Q1s an MQB
platform car expect a plug-
in hybrid agship version.
HYUNDAI iX25
(2014)
Conrmed 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 Golfs
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 SPACEWAY
Virgin Galactic has one
spaceship to start operations,
with a second in build;
ultimately the dream is to have
ve. The spaceight starts with
a mothership the worlds
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 rework, the rocket burns for
just under 60sec, sending the
Enterprise into space at Mach
3.5 thats 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 Parks 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 its 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 nd a motor and its ready
to roll, for 65,000.
Agenda
The gospel
according to
Audi
SUVs are heavenly, Audi boss
Rupert Stadler tells Ollie Kew
T
HERE 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 dont 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
lets 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 Chinas
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
Ive 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, Im 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.
Theres no doubt were working on a
new flagship. Well do a Q9 because it
is right for us, not because of BMWs
[forthcoming] X7 or Range Rover.
Theres no [global] market for
MPVs. People point to [Mercs] 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 Audis 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
21
April
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May
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June
22
June
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July
31
August
14
September
OULTON PARK ROCKINGHAM SILVERSTONE SNETTERTON SPAFRANCORCHAMPS BRANDS HATCH DONINGTON PARK
www.britishgt.com
British tradition. World reputation.
DESIGNER
DOODLES
We hound star designers into
sketching their favourite car details
GILES TAYLOR
Director of design, Rolls-Royce Motor Cars
Yet another Coventry/RCA
sausage factory success, Taylor
rst worked for Citron 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 DETAIL
Rolls-Royce Wraith
The very essence of a car in 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 DETAIL
Ferrari 250 SWB
Its 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.
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Watches
Car makers have the Geneva motor show, the watch
world has Basel. In 2014 it didnt disappoint. By Ben Oliver
Watchmakers unveil
Basel show surprises
W
E RECENTLY brought
you the scoop on some of
the new watches that
would be shown at the
Basel watch show. For
the watchmakers its 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,
heres our pick of the best.
Car guys will be most interested
in Chopards 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 rst of which are
presented to the drivers. This years
version launched at Basel on the
wrist of Jacky Ickx (a proper hero,
and so much better than the usual
vapid Hollywood celebrity
ambassador). Its 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 theres a 30s-style
dial with red and green marking to
echo the Italian tricolore. But dont
think the rm is stuck in the past:
theyre also now the timekeepers
for Porsches return to Le Mans.
Car nuts might also appreciate
Meccaniche Velocis 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 rst two are for car nuts.
Watch geeks will like the fact that
Rolexs entry brand, Tudor, has
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
explorers watch, inspired by the
original Ranger of the late 60s.
And lastly, some gratuitous
watch porn. Its ironic that Patek
Philippes 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, its the price of a good Mercedes.
But so much work has gone into it
that its better value than Tesco.
CHOPARD MILLE MIGLIA 2014
chopard.com 3560
Old favourite gets a new/old look.
Still costs a fortune though
MECCANICHE VELOCI
CHRONO DRIVER
meccanicheveloci.com from 3425
Modern look, old-car inspiration
PATEK PHILIPPE NAUTILUS
TRAVEL TIME CHRONOGRAPH
patek.com 38,560
Sell everything. Sell it all!
TUDOR HERITAGE RANGER
tudorwatch.com from 1940
Tudor, which is Rolexs entry brand, is
back in the UK. Its about time
PORSCHE AND MICHELIN PERFECT
THE WINNING COMPONENT: TEAMWORK.
Porsche drives for victory on
MICHELIN tyres.
W
hen 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
T
H
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G
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30 YEARS
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!
When MICHELIN tyres win, so do
you. Experience the same winning
technology on your car with MICHELIN
Pilot Super Sport tyres.
With MICHELIN Total Performance,
you benet from optimal safety and
multiple performance characteristics
brought together.
CARMAGAZINE.CO.UK I OCTOBER 2013
28
I n d u s t r y i n t e l l i g e n c e . E d i t e d b y G e o r g K a c h e r
MERC'S G-SPOTS
REVAMPED G-WAGEN AND GLB LOOM P30
SPY CAM STRIKES!
HOT 911, A3 AND F-TYPE OUTED P30
MAZDA MX-5 TECH
WE DECODE CHASSI S SNEAK PREVI EW 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
SUBARU S WORLD V I E W: 2013 SALE S
Subaru is posting
big gures globally
but youll need a
magnifying glass to
spot the UK's total
S
UBARU, THE brand that gave
Britain its rst World Rally
champion and thousands of
high-performance WRX and
STI saloons, is redening itself
to avoid commercial oblivion in the
UK. We see ourselves rmly as an
SUV brand, says Paul Tunniclie,
managing director at Subarus 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 Japans new
government devalued the yen, Subaru
UK has been able to slash XV and BRZ
prices by around 2500.
But Subaru didnt 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 didnt give
Subaru a big shot in the arm. Four-
Theres denitely room for growth,
he continues. Theres no doubt we
were distracted by the rallying thing.
[Subaru North America] were building
SUVs as their lead product, [while] we
were ogging WRXs and STIs.
Back then, the Yanks were
mystied by Subaru UKs strategy;
their SUV-centric approach has
unlocked record sales over the past six
years, and America accounts for half of
Subarus global sales. Now the Brits are
falling into line and Tunniclie vows
Subaru will grow here. [Subaru owner
Fuji Heavy Industries believes] were
very important, not because of volume
but in terms of potential. Theyre keen
to see the volumes go back up, nearer to
where theyve been historically. Im
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. Tunniclie is unrepentant.
Subaru gives [customers] something
they dont get from a conventional
[transverse] engine with front-wheel
drive, he says. Its away from the
mainstream, it is a niche. And that
means were never going to be selling
tens of thousands of them.
Will that be enough to sustain
Subaru? After all, one of IM Groups
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
su 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
36,760
UNITS
CHINA
60,465
UNITS
AUSTRALIA
40,200
UNITS
UK
2,271
UNITS
USA
424,683
UNITS
JAPAN
181,102
UNITS
UK
2271
UNITS
wheel drive is another core value, but
the premium German brands have
chipped away at Subarus USP. And the
SUV market though growing rapidly
burns white-hot with competition.
Everyone else has moved into
Subarus 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 its a bit too
crossover and theyve 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: Subarus ranks are being
bolstered by two non-SUVs: the
1.6-litre petrol, four-wheel drive
Impreza hatch (from 17,495), and the
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 Tunniclie.
Do these cars 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, Tunniclie argues.
1977
Leone imports
begin, a forerunner
for 92 Impreza
1995
Colin McRae wins
WRC, Subaru wins
constructors title
1998
Legacy-based
Outback model
introduced
2001
Richard Burnss
WRC title; UK
sales peak at 9767
2008
Pulls out of
WRC; sales still
4668 units
2012
BRZ arrives,
WRX shelved;
sales just 2005
A BRI E F HI STORY OF SUBARU UK
INSIDER
S P YS H OTS
PORSCHE 911 GT3 RS
The ultimate 911 road-racer is coming.
Extreme GT3 sprouts a monster
rear wing, front aero ics and around
500bhp. Standard PDK auto box and
rear-steer justify an expected 120k
price tag; expect sales in 2015.
MI NI CLUBMAN COOPER S
Minis 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 SPORTBACK
New 2.5-litre 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 doesnt cannibalise
TT RS: on sale in 2015 for over 40k.
JAGUAR F-TYPE R ROADSTER
Its 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-WAGE N RE VAMP (2016) GLB BABY G-WAGE N (2019)
WHATS 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.
WHATS NEW?
The GLB (codenamed X247) looks like a baby
G-Wagen, but under the skin its based on Mercs
next B-class platform (MFA2), which is stiffer and
lighter than todays oily bits.
HOW BI G I S 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.
POWERPLANTS
Auf 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 BI G I S IT?
Smaller, sure, but itll still carry seven thanks to
fold-at, third-row seating: think stretched version
of todays GLA. The goal is a car with G-class looks,
B-class proportions and GLA dynamics.
POWERPLANTS
A 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.
CHASSI S
The big news is the Gs frame chassis switches to
aluminium, saving 375kg. Front suspension becomes
independent, and electric power steering arrives. Itll
still mean business off-road with three lockable diffs.
CHASSI S
The 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 I NFO?
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 I NFO?
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 ve-seat GLAs.
New G-Wagen sires a baby
This bruiser will
have done 37
years service by
revamp time
BREAKI NG NEWS
INSIDER
WE H E A R
THERES MORE to come from
Subarus 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 whats
coming next; its denitely 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?
PORSCHES 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? Theres a prototype
Discovery out testing in the UK, driven
from outside via the cars 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.
R
OMANTICS WOULD LIKE to
think that somewhere in Mazdas
Japanese R&D centre, where the
latest MX-5 is going through the
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 Chapmans mantra
and Lotuss 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 its a
good enough material
for Jag and Audi, itll
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 Mazdas next MX-5
worlds 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 wont rely on exotic carbonbre
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 Maserati
Iconic 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 ve-fold
sales increases by 2018. Fiat chairman
Sergio Marchionne, alongside Alfa and
Maserati chief technology ofcer Harald
Wester, outlined the strategy rst
revealed by CAR in August 2013 at an
analysts brieng in Detroit on 6 May.
Alfa is abandoning its front-drive
hatchbacks, and developing a new rear- and
four-wheel drive architecture thats exible
enough to underpin eight new models,
including a pair of sports saloons, a couple
of SUVs, and a new sports car. The rst car,
the 3-series-sized Giulia, arrives in late 2015,
and will form the basis of Alfas push towards
400k annual sales.
At Maserati, the same platform will
underpin the Aleri, a 911 rival. Available in
both coupe and cabrio guises, therell 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 its 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 URI NG
L AMBORGHI NI HUR ACAN
SUBARU I MPRE Z A WR X ST I
AL FA ROMEO MI TO T WI NAI R
CHE V RON GT 3
VOLVO V6 0 P OL ESTAR
MASER AT I GHI BL I v s BMW 5 3 0 d
T
HIS 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 isnt;
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 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
dierent 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
thats so much easier to use than the
previous push-button device.
Awaiting the 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 worlds 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. Its 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 stiness up by
50% thanks to an aluminium
spaceframe kitted out with carbonbre
sills, oorpan, transmission tunnel, rear
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 cant win the numbers game.
Knowing full well that the uprated,
normally aspirated 610bhp V10 cannot
beat the turbocharged eights tted to
the 641bhp McLaren 650S and next
years 670bhp Ferrari 458-T, R&D boss
Maurizio Reggiani and his team
decided to add a large measure of
italianit to enhance its appeal.
Compared with last years 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 tted to the
Gallardo, yet at the same time can be
totally uent, seamless and relaxed. But
dictating the pace with your ngertips
is still the most rewarding modus
operandi. Revs permitting, the
Flat-out on road and track in the new Lamborghini Huracan. By Georg Kacher
Whipping up a storm
G
R
E
G

P
A
J
O
The Huracans
personality is much
more mature and
less aggressive
than the Gallardos
transmission will change down several
gears at a time while you keep the
paddle pulled.
When the light 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
eect, 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 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 Gallardos
robotised manual
that its easy to
overlook some
of the other key
improvements
Lamborghini has
delivered. Like the
carbon brakes,
which now come as
standard, and nally
deliver decent
pedal feel in real-
world trafc. Or the
optional adaptive
dampers, which
massively improve
real-world comfort.
Theres 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 isnt on
the track. Naturally,
its faster there,
too; at Ascari, the
instructor-driven
Aventadors were
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 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. Theres no
sign of the on-track
understeer, but
youll need to keep it
above 6000rpm to
push on.
The fact that
you cant mix
and match your
throttle, ESP and
damper settings is
a disappointment - I
like Sports handling
balance but not its
automatic upshifts.
But the Huracan
looks fantastic,
and the brake
and transmission
upgrades mean
youll want to drive
the new car more
often than you ever
would a Gallardo.
Itll be another hit
for Lambo, but I
cant stop thinking
that I had more fun
in the new BMW
M4 Coupe I drove
four days later.
CHRIS CHILTON
SECOND OPI NI ON
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 eortlessly past slower tra c,
four-wheel drive redistributes torque
corner by corner with surgical
precision, the variable-rate steering
keeps carving out the most pragmatic
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 at
1
2
3
citrus fruit on wheels with such
timewarp e 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
condence. You can go seven-tenths
and still feel like a superhero through
the twisty stu, 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 air with
Germanic e ciency.
The Huracans talents are more than
skin-deep. Comments the R&D chief
with a wide grin: For the sign-o 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
didnt. But after we increased the
downforce by 50%, even our German
friends were convinced...
LOVE
Fusion of new
talents with trad
Lambo values
VERDICT
100% better than
Gallardo, benign
for a Lambo
HATE
Cramped cabin,
ergonomic glitches,
claustrophobic
visibility
+ + + + +
TO THE POINT
Somewhat 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 eect. But when you
look behind the glamorous facade, you
will 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
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
M
Y TIME machine works.
Im Colin McRae, carving
up Swedish roads in a
ying Subaru, the cackle
of that boxer engine
backing up my pedal-dancing feet as I
peer over the scoop poking out of the
bonnet. Theres endless grip; Im
unstoppable, positioning the STI
perfectly on the road, kissing apices,
dodging debris and swiftly dispatching
fallen tree branches. Its like Im
wearing the STI, as after some initial
settling in, weve got a common goal:
the decimation of time and space.
Its not 1995 the year McRae won
the World Rally Championship and
the 2014 WRX STI really is yesterdays
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 didnt just humble
Porsche owners, but converted them.
Subaru blasts back to the past
Subaru Impreza WRX STI
PRICE
28,995
ENGINE
2457cc 16v at-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 fronts 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 o by the obligatory rear wing.
Climb into the STI, and the time
warp seems complete. The seats are
rm, well bolstered and even larger
people (as tested) will t in them.
Theres also great vision all round, and
a start button to warm up that at-four
while youre disgusted at the cabin. The
interiors not distasteful or oensive,
but just plain old. TFT dials? Not here.
Adaptive dampers? Nope. High quality
materials? Maybe next time. Theres
Front-end styling mimics the original
Impreza Turbo. Shame about the rest
Theres the same set-up as the car
that went o 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 di 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 sak to wheel it out for a
laugh.
Thats not necessarily a bad thing.
The STI will have you laughing out
loud when youve become Colin on a
back road. After a stint in town where
youll need the SI drive selector in
Intelligent, as the Sports and Sports
Sharp modes are too toey in tra c
the STI is a crisp a performer as ever.
The suspension has lower cross
members and links, and the STIs
steering is hydraulic, unlike the regular
WRX (which the UK wont 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.
Theres near no roll, nor nose-lift when
First Drives
Mid-life facelift cant disguise two-cylinder
Mitos laughter lines. By Ollie Kew
Two little, two late
N
EVER, NOT WHEN I was learning to drive, nor during
my rst clumsy attempts to heel-and-toe, have I hit a
cars 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 denes the driving experience the
turbo must be kept on boost at all costs. This updated Mito,
IDd 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-sted change
across the notchy six-speed gearbox
allows. It makes for frustratingly
disjointed progress, or a distinct
lack thereof if the valves arent trying
to head-butt their way through the
bonnet. As for 67mpg, forget it. Maybe
40mpg, if youre careful.
This characterful yet awed
drivetrain has been dropped into a
chassis that denes numb. In Natural
mode the steering is way too light;
in Dynamic its 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 Fiestas)
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
VERDICT
Mid-life t weaks
cant save Mito
from major
disappointment
+ + + + +
you up the revs. It needs to be above
around 3000rpm, where the turbos 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
at even under a heavy dose of the
four-piston Brembos up front. Its
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 didnt 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, well happily live back
in the past.
FollowmeonTwitter @damionsmy
Honour McRae with
gold wheels, 555
graphics and a heavy
shunt in fth
LOVE
The grip, pace
and polished
dynamics
VERDICT
A great drivers
car, but lacks
showroom polish
HATE
The 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 its 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. Itll 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 thats
so laid back its almost horizontal. Its a
great driving position, but rear
visibility is tricky theres a rewall,
not a rear window and I fear how
T
HE MENTION OF British
supercar start-ups might send
bank managers running for
cover, but I hope that Chevron
and its GT3 is dierent. 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 rst road car.
The GT3 has the same footprint as a
911, clothes a tubular spaceframe in
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
Ferraris 458 a bloody
nose on the racetrack;
thats the car were
driving today. Next, a
closely related track
car you can drive on
the road will follow
for 120k. Dont
laugh. Yes, the
quickly Id 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 youre in, and you really dont want
to accelerate hard out of a corner in
second when you think youre 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 thats probably a lot
to do with the aggressive set-up of a
top-ight GT racer.
So you have to nesse the GT3
through a lap, planning ahead, giving
it an indication of whats coming with
gentle squeezes on the concrete-wall
brakes and progressive doses of
steering and throttle and every now
and then youll 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. Its 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, itll give them
something to worry about in their rear-
view mirrors.
FollowmeonTwitter @IamBenBarry
Earning its stripes
Chevron 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
LOVE
Bonkers
performance,
stonking brakes,
sorted chassis
VERDICT
Rough diamond
thatll have a 458
racer worried
HATE
Entry/egress,
visibility, lumpy
low-down power
TO THE POINT
+ + + + +
Chevron GT3
weighs 1000kg and
punches with 441bhp.
Anyone work out the
power-to-weight?
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THE UEFA EUROPA LEAGUE
First Drives
and bushings the new shocks also
transform the handling. Boasting DFV
(Dual-Flow Valve) technology, the
hlins oer compliance and rmness
for supreme roadholding. When youre
pushing hard, its the shocks doing the
work, not the tyres, meaning less
scrubbing and sidewall roll, while the
taut body gives swift direction changes.
Its sharp to drive but rened 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
A
LL FOUR wheels are o 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 unustered.
But this is no regular Volvo estate, its
the Polestar, a range-topping V60 R-
Design fettled by and named after
Volvos motorsport squad. Outside and
in, theres little to give the game away:
the cabin remains stylish despite the
cars 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. Theres 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
V60s chassis a serious makeover.
Michelin-shod 20-inch alloys allow the
tment of huge six-pot Brembo brakes
up front, while unique hlins 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 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. Youll need to use the shift
paddles to make the most of the shove
on oer beyond 3000rpm.
But even the 50k price tag a 10k
hike over the R-Design doesnt stop
this from being the best V60 ever built.
Its 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 renement apart from
marginally worse fuel economy. It is,
perhaps, the prudent mans RS4; a
Q-car for the family thats socially
acceptable, even in bright blue.
FollowmeonTwitter @damionsmy
Scandinavian, trick
Volvo V60 Polestar
Volvos 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
LOVE
Brilliant balance
and poise
VERDICT
The best V60, but
pricey
HATE
The 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 dont
tell the UK
motorway police
or well 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 oce 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 its built a diesel its
rst 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 theres a
3.0-litre V6 petrol, a more powerful V6
D
ONT YOU WANT to own a
Maserati, just so you can say
you own a Maserati? Or rather,
youd 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 oating it into dangerous
BMW waters. Which is why we
thought wed get the latest 5-series
diesel along for playtime.
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Striking oil
Maserati 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 BMWs 530d
First Drives
The 5-series looks dull, the
workhorse of a mid-ranking
photocopier salesman
Ghibli saloon is the
rst 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. Its 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 sh-
mouth and muscular anks, the BMW
looks mundane, the workhorse of a
mid-ranking photocopier salesman.
Sorry if that sounds harsh, but look at
them and tell me Im wrong.
The Five we see here is the 530d M
Climb into the Maserati, and you
know straight away this is no BMW
the dashboard is rather amboyant,
swooping around a big central
touchscreen. Im 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 wont 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 denitely 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 its 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.
Maseratis diesel
sounds noisy at
tickover, and runs
out of puff by
4500rpm. The BMW
is more rened, and
punchier too
The BMW has a
bewildering six
driving modes, to
tweak the steering,
suspension, gearbox,
throttle and more.
Well take just one
that works, please
The BMW is quicker, the
engine more rened, but
its chassis is less playful
than the Maseratis
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 rened
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 o cial
0-62 time of 5.8 seconds is better than
Ghiblis claimed 6.3 seconds, but side-
by-side theres 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, theyre
absolutely neck-and-neck through the
gears. The BMWs higher-revving
engine just makes it seem a bit urgent
compared with the short-shifting Ghibli.
One things for certain though: the
BMWs chassis is less playful than the
Maseratis. The ride is plusher, and the
body control is taut (in Sport mode),
but the 530d doesnt 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 its not about
oversteer; nor is it about mpg and CO2,
much. Its about raw appeal which car
do you want on your driveway?
Theres no doubt, the BMW feels a
more comfortable, rened car, and if
you ask which one Id like to drive for
the next 100,000 miles, Im afraid Id
have to say the 530d. Im 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 dierent,
something more exciting. Thats 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
dgety at speed, but the steering is
linear and direct, and with the traction
control o, itll 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 rst
impression is of a boring brown
dashboard with gazillions of buttons.
Unlike the Maserati there is no
touchscreen, and instead theres the
infamous iDrive controller with eight
sub-menus (including O ce?); then
theres the adaptive ride controller, with
six settings Eco Pro, Comfort Plus,
Comfort, Sport, Sport Plus and DSC
Deactivated. Im surprised it doesnt
oer Mint Choc Chip and Raspberry
Ripple. Its all just too, too complicated.
Ah, but that German engineering!
Theres no avoiding the clich, especially
after the Maserati everything is
precisely weighted, from the gearshift,
which is like a ghter planes joystick,
LOVE
The Ghiblis
aggressive snout,
lively rear-drive
dynamics; BMWs
poise and
precision
VERDICT
The BMW is
undoubtedly a
better car, but the
Maserati is a
Maserati
HATE
Maseratis rattly
diesel, lumpy ride;
the 530ds 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 heres your
man. Former CAR editor Gavins 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, theres
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, tomorrows 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 todays 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 its 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 wouldnt be complaining. And
if todays F1 engines lead to cleaner, more
frugal and more entertaining road cars,
then we wont 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, todays 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 todays 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
FollowmeonTwitter @greenofrichmond
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THE BBCS F1
COVERAGE SEEMS TO BE AIMED
AT CHILDREN. ITS LIKE THE BLUE
PETER TEAM HAVE TAKEN OVER
I
Then there are the attempts to
explain this years hybrid technology,
using Nico Rosberg dressed in a white
lab coat. Professor Nico, they call
him. Give me strength, its like the
Blue Peter team have taken over
theres David Coulthard and Suzi
Perry (competing to see who can
squeeze into the tightest pair of
teenage girls 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, its hard to discuss or
criticise Suzi Perry without being
accused of chauvinism as though my
only possible issue with her is the fact
shes a woman. So lets pretend for a
moment that shes 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 its the only way it can
get viewers interested in all those
boring cars, droning round in circles.
Can you imagine this summers
Wimbledon coverage descending to
this level? Sue Barker saying: And
now we go to Andy Murray on Centre
Court, whos 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. Im not a Sky subscriber, and I
derive no income or benet from any
part of the Murdoch empire, so dont
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 wasnt for the fact that Sky F1
costs nearly 45 a month (the
Entertainment pack, plus the Sports
pack, blah blah blah), Id probably
subscribe. But for that kind of money,
Ill start watching snooker instead.
Rack em up boys, as Perry would say.
DONT 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 cant be all bad.
Still, Im 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: Murdochs 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 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 ights, the hotels, the expenses! I bet Murray
Walker used to sleep in his hire car.
But thats 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. Its like
something from World Wrestling: In the blue corner, the
Slingshot from Stevenage, the Hertfordshire Hustler, F1s
King of Bling, Lewiiiiiiis Hamilton!
The incurable enthusiast
FollowmeonTwitter @markwalton_
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An original petrolhead, Marks been writing
witty stuff for CAR seemingly since he was
in short trousers (a couple of decades at
least). Irrepressible, thats what he is
The Critics
by Anthony ffrench-Constant
G
Anthonys 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 were not specifically talking
DNA abuse of Aston Martin Cygnet
acuity, it does amaze me in an era when
no ones 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 BMWs 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 dont, for a moment, doubt
that you have one.
So why, then, does it have to be like
this? Why cant 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 theyre good at?
The standard riposte is that, with
platform modularity and parts sharing
rife, it costs less than youd 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, youd
willingly trade less choice for higher
quality. So why not cars? Especially if the
focus was on interiors.
Fiat could drag the Pandas 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 Countrymans central rail
into proper Faberg eggs
Mercedes could turn the A-classs 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
Dont tell me your own car hasnt
furnished you with a shortlist of long-term
ergonomic excrescences and scratchy
plastic irritations. Give me a moment and
Im sure I can come up with at least one
respectable gripe about even an Audi
interior.
OOD JOB THE animal kingdoms a tad
more sensible about evolutionary
diversification than the motor industry.
You dont find bees suddenly deciding theyd work better if they
were the size of tennis balls, or cheetahs thinking Hmmm
fins now thats 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 cars
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, thats about
all that has survived this unfortunate cod-SUV metamorphosis.
Make a mouse large enough and, lets face it, theres every danger
people will simply scream rat! and run away.
Examples of the bringing-a-new-sense-of-porpoise-to-the-
pedigree latter? Well, its 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, YOUD TRADE
LESS CHOICE FOR HIGHER QUALITY.
SO WHY NOT CARS?
The curmudgeon
The Critics
Game changer
The new Mitsubishi Outlander PHEV.
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Whos obstructing who?
I am sure that Mark Waltons 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 o cer in the
execution of his duty?
ROGER GRIGG
Corolla vs F40
I 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 wifes Yaris. Its dont 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-prole
Germans; more likely a Toyota.
So next time we put cars down
for not fullling our denition 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 answered
BEN OLIVER asks three questions about Land Rovers Discovery Vision
Concept (CAR, May). Firstly, what do we think? Personally, I like it. Its 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). Id 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 o-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 nally, isnt it a good thing Discos remain wilfully unsportied?
Maybe, but an SUV shouldnt be judged on the swankiness of its clothes.
If its at least as good as the current model both on-road and o then
thats all that really matters. As Gerry McGovern said: Why cant it do
everything a Discovery does, and more, and be sexy? No reason, Id say.
MIKE SPENCER
Does Bentleys
hybrid future
undermine the
brands 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
LETTE R OF THE MONTH
NO
YES
Picasso and cubism
I was a little surprised by Stephen
Worthys comments on the name of his
Citron 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-driving
Ben Barrys 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 thats also in my garage.
Its not that the M3 isnt fun, its 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 Ill bet
the line will stretch from London to
Stuttgart and the liability cant be any
worse than selling the genuinely spooky
GT2 to anyone whose only qualication
is the right bank balance
CARLOS ALVARENGA
Small SUVs: what not to like
Steve Singleton (CAR Mail, May) asks
whats 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 dont 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
Rons crumple zone
Ron 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, BMWs 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, were aware there is a
resemblance - ptII! #proboscis
Scuderia Ferrari @InsideFerrari
Montezemolo: Senna would have ended his
career at Ferrari
RETWE ETS
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 iy?
DAVID LING

Le Mans revisited
I thought you guys did a really nice job
on Porsche at Le Mans (CAR, May).
Interesting piece on Webbers rst test
followed by a simply dreamy reunion of
the great cars and drivers. Id drifted
from endurance racing you seem to
have hauled me back.
PAUL DeVRIES
Noise, jokes and sarcasm
I was surprised at Ollie Kews
observation that BMWs 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
didnt hear it from outside so cant
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
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 its clearly a ne line
editorially.
Despite all the above CAR remains
my favourite motoring magazine and
has done for about 30 years. Thanks!
JEREMY DAVIES
Picasso might have
drawn this MPV.
Monet was more of
a Renault man
ARGONAUTI C DUAL TI ME
www.classic-time.co.uk | Tel: 01189 482674
Swiss watch soars into the stratosphere up to an altitude of over 35,000 meters.
On September 15th 2013 the watch embarks on its remarkable journey with the help of
just a small helium balloon. It returns safely back to earth by a small parachute in perfect
working order and fully intact. The Argonautic Dual Time Automatic is, to the best of our
knowledge, the rst and highest ying Swiss watch outside of a pressurised spacecraft. It
has proved its robustness and reliability under extreme conditions and makes it the perfect
choice for pilots and travellers. You can watch a short lm of this intrepid journey on www.
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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 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 dies
Imagine my surprise on hearing that
BMWs parts department oers 10% o
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? Its 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
relevance
Just 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.
Vettels dig at the s**t-sounding
engines was instantly rounded upon by
Jenson Button and Jean Todt, and
even Bernies 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 hasnt changed in F1, however,
is the fact that its still the rst rear-
wheel-drive, open-wheeled, single-
seated car past the chequered 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 wont like: driverless cars, and
Mail
Subscription hotline
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EDITORIAL
EDITOR
Phil McNamara
MANAGING EDITOR
Greg Fountain
ROAD TEST EDITOR
Ben Pulman
ASSOCIATE EDITOR
Damion Smy
ART EDITOR
Matthew Tarrant
STAFF WRITER
Ollie 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 CONTROLLER
Hollie Swift
ADVERTISING
BRAND DIRECTOR
George Mardle
ACCOUNT MANAGER
Lucy Sango
SALES EXECUTIVES
Heather Ikwuemesi, Ashley Leat
MOTOR-RELATED/AFTERMARKET
Claire Meade-Gore
REGIONAL SALES
Graham Roby
US ADVERTISING
Kate Buckley +845 266 4980
PUBLISHING
DIGITAL COMMERCIAL DIRECTOR
Jim Burton
MARKETING MANAGER
Rachael Beesley
HEAD OF DIRECT MARKETING
Laura 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,
seles, no drifting or we drop this
pretence, and get the V10 party started.
DOMINIC GRAHAM
The town that moved
Your 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 Callums
Your 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 stu.
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 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 dont quite see BMW succeeding in a market
where its Rolls a liate has all the required credentials.
Besides blu ng the market where is this leading really?
Dont BMW designers need to focus on re-Bangling their
range before Mercedes catches up?
ONLI NE THI S MONTH @CARMAGAZ I NE. CO. UK
BMW Vision Future Luxury concept
rst o cial pictures
BMW investment
has yet to filter
through to the
gearknob
department
Your month
SHARE THE HIGHLIGHT
OF YOUR MONTH
Send a picture and 50 words to
[email protected], labelled
Your Month. The best entry wins a
years subscription to CAR in print
& on iPad. Well also publish a
selection of your entries
8
WI NNER
2 1
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, ITS A FURRARI
Overheard outside the Ecuadorian
Embassy: I know Julian Assange is looking
for a quick getaway but I didnt expect him
to order a Furrari!
STEPHEN WILLIAMS
3. CAR HAS GREAT DEPTH
Taking a break between dives in Belize to
read my favourite magazine.
STEPHEN WARNICA
4. ALFASUD MEMORIES
Driving 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 356
Travelling around in Cuba I came across
classic American cars but was amazed to
nd this 356 Porsche in Havana. Viva la
revolucion!
MICHAEL ELIAS
6. COLD HARD PORSCHE
Driving 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 INDIA
Photo taken outside the Vivaana Hotel
Mandawa, Rajasthan. Maybe they need a
new courtesy car?
CHRIS LLOYD
8. GOLF GTI IN ESTONIA
The 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 Mrtin.
Honourable company for my Golf GTI.
ENDRIK RANDOJA
9. LADY PENELOPE IN HONG KONG
Spotted 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 i8
Getting 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 dont 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 ULY I SSUE ON SALE J UNE 25
PERFORMANCE
HEROES
0-60MPH LEGENDS TESTED: Aston Vantage vs
Countach, Esprit Turbo, Testarossa and Porsche 928
FEBRUARY 2014 4.50

JOHN BOLSTERS MINI 850
RELIVING THE WHEELTRACKS OF THE LEGENDARY
0-60MPH HEROES TESTED: Aston Vantage vs
Countach, Esprit Turbo, Testarossa and Porsche 928
6 SECONDS
GONE
IN
FROM
SUB-10K

PLUS
QUENTI N
WI LLSON
His top 4 cars to
buy this month
from Mini to
Dino246jigsaw
Rebuilt fromseveral
boxes of bits
Alfetta GT
Buy a fast, theyre hot-
Morgan tamed
We put a reader in his dream
AlpineA310/4
DriveslikeanA110,
pricedlikeanA310
Lifecycleof a
Porsche911
TomKaren
Revealssixcars
that shapedhislife
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 BUYS
GREAT USED
2014s
The used market is full of great bargains that look identical to brand new.
No one will know youve saved thousands! And these are our favourites
ONLY
10k!
SAVE
21k!
JUST
11k!
SAVE
20k!
COV E R S T ORY
The great used car buys of 2014
L
OOK BRAND NEW, dont they? Yet theyre not. Instead
each of the cars you see before you appear identical to the
models youll nd on a dealers 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 arent 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 thats 50k less than a dealer will ask for a new one.
Its 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 ve gures you could have an
Audi TT Roadster or BMW Z4 on your driveway ready for
summer. And thats before we get to great value hot hatches
like the Megane RS and Alfa Romeos Giulietta Cloverleaf, the
bargain that is the BMW M3, or the lovely Lotus Elise our
sta writer has stumped up his own earnings on.
Weve sifted the market and come up with our favourites
the great used bargains of 2014. So turn the page, 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-PRESENT
WHY ITS HERE Could you live with yourself if you bought a new Mondeo instead?
MERCEDES MARKETING TYPES
rewrote a little history when the rst-
generation CLS was launched in
2004, proclaiming the coming of a new
niche: the four-door coupe. Airbrushed
out were SoCals chop-shop creations
of the 50s, and Rovers 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 companys condence too a
long line of staid product from Stuttgart
was suddenly interrupted with (whisper
it) something sexy
CLS Mk2 followed in 2010, and
thats the lovely saloon (sorry, four-door
coupe) you see before you. Its better
than its predecessor in every regard,
and although were not pretending its
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 itll run and run.
Your choice wont 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 isnt out of
reach either.
Add to that the exquisite leather-
lined interior, a chassis thats more
dynamic than its E-class brethren,
those wonderful looks, and second-
hand theres no 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
BUYERS
CHECKLI ST
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 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 FOUND
2011, 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 THI S
Audi A7
A CLS clone
through-and-
through, but
mega-mileage A7s
are yours for under
20k, and another
ve grand will net
a tidy 3.0 TDI.
THE SMOOTH TURBODIESEL
V6 THUMPS OUT 457LB FT
FROM JUST 1600RPM
T
H
A
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K
S

T
O
:

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-
S
T
A
R

(
M
-
S
T
A
R
.
C
O
.
U
K
)

0
1
6
1

7
2
4
9
5
2
6
COV E R S T ORY
JAGUAR XF
(
FACELIFT
)
2011-PRESENT
WHY ITS HERE Elegant and engaging alternative to ze Germans
THE IMPORTANCE OF the XF to
Jaguars 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 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 wouldnt
sell any. They smiled and patted me on
the head. Ive 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 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 marques
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
BUYERS
CHECKLI ST
Early cars had
little niggles, but
post-facelift theyre
not known for any
specic issues,
and have proved to
be reliable
You can nd
XFs for under ten
grand, and theres
a wide range of
choice between
there and 20k.
Facelift models
(identical to new
cars youll 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
doesnt come
into it. Standard
servicing costs
vary between
299 and 399
depending on
whether its a minor
or major service
ONE WE FOUND
2012, 2.2 Luxury,
black, charcoal
leather, bi-xenon
headlights,
Bluetooth, cruise
control, climate
control, 33,843
miles, 20,625
OR TRY THI S
Jaguar XJ
Infuriating sat-nav
system aside,
theres much to
love about the XFs
big brother. Not
least theres a good
few around for
under 25k.
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Caterham in Japan
WHEN THE FOURTH-GEN M3 arrived in 2007, it
marked a 21-year transition from 2.0-litre 197bhp four-pot
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, unappable 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 UKs 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 ITS HERE Massive fun for meagre money
BMW M3
(
E92
)
2007-2014
WHY ITS HERE The last of BMWs naturally
aspirated M3 models and our favourite
TAKE 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 thats better to
drive. The 370Z was
terric value for
money brand new,
these days a good
used specimen is
simply a steal. AFC
PRICE THEN
38,080
PRICE NOW
17k
PRICE THEN
30,195
PRICE 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-PRESENT
WHY ITS HERE Agile SUV with all-round appeal
EVEN PEOPLE WHO dislike SUVs
nd it hard to dislike Audis Q5.
Lacking the offensive girth of the Q7,
boasting surprisingly car-like dynamics,
and with a boot thats 50 litres larger
than the A4 Avants 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 theres
a choice of engines. Ignore the petrols:
the 2.0-litre struggles to make an
impact, the 3.2-litre is unnecessarily
thirsty. Youll probably go for the
2.0-litre TDI. Its 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.
Dont overlook the excellent 3.0 TDI,
especially if youre not doing huge
mileages: its stronger, smoother engine
doesnt 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 youll 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
50,625
PRICE NOW
18k
BUYERS
CHECKLI ST
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
thats 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. Its
180 at Fontain
The Q5 is
agile, but its 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 FOUND
2009, 3.0 TDI
SE, silver, leather,
full service
history, CD
player, 58,000
miles, 19,950
COV E R S T ORY
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THE ALL-WHEEL-DRIVE
SYSTEM IS MORE
REAR-BIASED THAN
KIM KARDASHIAN
PEOPLE WHO HAVENT 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
youre behind the wheel: the R35-
generation Nissan GT-R is ooded
with mechanical integrity, with clunks
and shunts and road noise, meaty
steering, rm suspension, a
spaceship soundtrack and a vicious
turn of speed. It might send power to
all four wheels, but the GT-Rs
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 Nrburgring
Today, a new GT-R costs 78k,
and while the mid-30k youll pay for
a good 2009-2010 model is still
strong, its a lot of value given the
crushing capability on offer.
There was a ve-year gap
between the last of the R34 Skyline
GT-Rs and the rst 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 rst
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 rst 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
rst and the latest cars thats rarely
experienced in one cars lifespan.
Nissan UK stamped rmly on
grey imports when UK cars rst
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 wasnt a mild tickle: power
NISSAN GT-R (R35) 2009-PRESENT
WHY ITS HERE Godzillas a Ferrari killa
COV E R S T ORY
PRICE THEN
54,900
PRICE 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, theres nothing quite as
visceral as a GT-R on boost. BB
BUYERS
CHECKLI ST
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
ofcially arrived)
and are usually
advertised for
under 30k. Thats
a 5k saving
over ofcial cars,
but there is no
way to switch
the infotainment
system to English
Controversy
surrounds the GT-
Rs launch control,
mostly stemming
from US owners
tting stickier tyres
and launching
them at drag strips,
causing the gearbox
to explode. Has your
car lived at Santa
Pod? Youll need
an honest seller or
Nissan diagnostics
to check
ONE WE FOUND
2010, Premium
Edition, silver,
leather and
alcantara interior,
36,000 miles, Cobra
Tracker, 37,990
OR TRY THI S...
PORSCHE 911
TURBO
Not heart-in-mouth
exciting like a GT-R,
but more exotic,
more rened and
with a nicer interior.
38k upwards.
COV E R S T ORY
AUDIS 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 wasnt 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 drivers point of view Audi
transformed the TT from 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, its
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 its an
WE KNOW WHAT youre thinking.
This Z4? Really? Not the 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
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, its a little bigger and
heavier than before, but its 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 nished cabin is
extravagantly proportioned
compared to its predecessor, theres
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 2006-2014
WHY ITS HERE Second cars dont get better than this
BMW Z4
2009-PRESENT
WHY ITS HERE
Rear-wheel drive roadster now
the price of a new Mini
undeniably appealing package. Its fun
to drive, a great ownership proposition,
plus theyre highly affordable and there
are plenty to choose from. BW
BUYERS
CHECKLI ST
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.
Dont 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 FOUND
2007, 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, 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 ITS HERE Supercar looks, benchmark
handling so good we bought one
THE ELISE S2 is the sweet spot of used Lotuses. Less
cutesy than Julian Thompsons 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 originals
were out of a Peugeot 306). Anoraks moan its more
understeery than the S1 in reality its more stable, more
exploitable, more on-your-side.
Speaking of more, youll 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 thats not blue-sky journalism either youre
looking at my 2002 S2 Elise here.
Watch for corrosion around the engines steel subframe
(everything else is aluminium or breglass), leaky roofs and
dreaded head-gasket failure on K-series cars. OK security) 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 - Ollies
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 ISNT BLUE-SKY
JOURNALISM
YOURE LOOKING AT
MY S2 ELISE
BUYERS
CHECKLI ST
The twin-turbo
3.0 engine can be
prone to backring,
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 doesnt
miss a beat
A lot of drivers
wait (presumably
with gritted teeth)
until the run-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 roofs electro-
hydraulics it
could be caused
by water ingress
around the rear
light units
ONE WE FOUND
2010, 23i SE,
black, grey
leather, 17in
alloys, Bluetooth,
CD player, voice
activation, 34,101
miles, 16,343
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ALFA ROMEO GIULIETTA CLOVERLEAF 2010PRESENT
WHY ITS HERE Its an Alfa Romeo hot hatch, but its cheaper than a new VW Polo
WANT A MODERN Alfa thats a
bargain to boot? There are plenty, but
you wont nd a recent rear-drive
roadster or a BMW 3-series-rivalling
sports saloon in the classieds, as
Anonima Lombarda Fabbrica
Automobili has sold nothing but
hatchbacks for the past few years. Yet
dont be disparaged, as the peach
were proposing is the Italian equivalent
of the Golf GTI: the Giulietta
Cloverleaf.
Launched in 2010, Alfas 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 nally got its
act together with a stylish cabin that
wasnt 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 todays Performance Pack-
equipped Golf GTI and Alfa used
it as the basis for the 4C supercars
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
mans version of Ferraris 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 hasnt tinted our
rose spectacles too much, and four
years ago the Cloverleaf couldnt quite
cut it dynamically against the GTI. That
remains the case today, but if youre
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,
youll love this Alfa Romeo. BP
BUYERS
CHECKLI ST
Alfas service
schedule calls
for an oil change
every 18k miles,
but thats 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 lter change
every year or 8-10k
miles
Get new spark
plugs 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 Autolussos
solution is to t
an oil pump to
the gearbox. And
they supply a
proper limited-slip
differential too,
built by Quaife to
their own spec
its 1000 (fully
tted inc VAT) and
will do a better job
than Alfas faux
ESP-based diff.
ONE WE FOUND
2010, 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 4Cs
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 THEN
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PRICE NOW
10k
RENAULTSPORT MEGANE 250 2009-PRESENT
WHY ITS 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. Its a Porsche
911 GT3 in a hatchback body.
The Megane RS comes in standard
Sport or optional Cup trim (see buyers
checklist), with two thirds of UK buyers
opting for the latter. Its the sharper car
to drive, but the Sports precision is still
exceptional, plus its substantially more
comfortable.
Early cars got 247bhp, but 2011s
Trophy upped that to 261bhp, a gure
adopted by all subsequent models
(now called 265, a reference to the ps
gure). Either way, its a punchy if
charmless engine with a fairly low rev
limiter the cars biggest downside.
The Megane has recently been
facelifted but the original cars 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 ITS 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 engines
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 arent the real story
here: its 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. Youll 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 BMWs 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
BUYERS
CHECKLI ST
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 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 FOUND
2010, white, full
leather, optional
Recaro seats, Cup
chassis, keyless
entry and start,
7000 miles to next
service, 60,000
miles, 11,395
OR TRY THI S
Ford Focus ST
247bhp gives it
power parity, but
still 16k.
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16,025
PRICE NOW
6k
COV E R S T ORY
GIVEN ONE OF the most elegant,
distinctive and unforgiving-of-aimless-
tinkering grilles in the business, Aston
Martins design DNA is particularly
robust. Hence, the deliciously hand-
crafted V8 Vantage has dignied 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 dont grab
you, the sound cannot fail. Snugged in
amongst the bewildering collaboration
of aluminium, steel, magnesium and
unobtanium that comprises the
Vantages light, satisfyingly rigid
bodyshell, a 4.3-litre, 32-valve V8 good
for 380bhp and 302lb ft accompanied
the 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, at, spine-
tingling howl; an over-amplied Cruella
De Ville with a lump hammer dropped
on her foot.
Interestingly, drivers ears dont get
to inhale that much of this glorious
racket, even at full chat; the sounds
penetrating the rewall being more
pleasingly oleaginous thrash-metal in
nature. Which is probably why youll
nd so many Astons pelting through
the Alps each summer; this remaining
one of the 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 Vantages 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
superuous, save in the interests of
popping the variable exhausts 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 ecked with the corrosive
spittle of envy, safe in the knowledge
that you wont return to nd it full to the
gunwales with phlegm. AFC
ASTON MARTIN V8 VANTAGE 2005-PRESENT
WHY ITS HERE You really have to ask?
PRICE THEN
82,800
PRICE NOW
30k
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73 JUNE 2014 I ENJOY A YEAR OF CAR MAGAZINE FOR JUST 29.99. GREATMAGAZINES.CO.UK/CAR
AUDI R8 V8 2006-PRESENT
WHY ITS HERE One-half Audi, one-half
Lamborghini, all for the price of a Porsche Cayman
AGAINST ALL ODDS, Audis R8 the marques rst
supercar turned out to be an absolute blinder. Once, brisk
Audis were pigeonholed as very one-dimensional, but the
R8 changed that. Its 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
76,825
PRICE NOW
40k
BUYERS
CHECKLI ST
Rarity ensures
very strong residuals
on 2005-2007
V8s. According
to used Aston
specialist McGurk
Performance Cars,
theyve 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
theres a better
chance it will have
been correctly
maintained. Either
way, a full service
history is essential
Youll 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
its 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
ywheel is also
needed
ONE WE FOUND
2006, 4.3, manual,
silver, blue leather,
huge spec, full
service history,
35,000 miles,
31,350
OR TRY THI S...
JAGUAR XKR
The supercharged
Jag represents huge
bang for the bucks.
30k nds a ve-
year old car with not
much on the clock.
SPEC SECRET
Manual box is one of
the sweetest weve
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, carbonbre side
blades, 23,000 miles,
41,950
ITS ONE OF THE
FINEST WINDOWS-
DOWN-IN-EVERY-
TUNNEL MACHINES
OUT THERE
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4
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%
It means ultimate, and
rarely has the word been
better justified. This is
Ferraris Enzo successor,
a hypercar so rarefied it
surpasses everything
weve 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.
Im spared the
ophthalmic specula and straightjacket
endured by Malcolm McDowells Alex
in A Clockwork Orange, but the visual
and mental assault is almost as intense.
After this treatment, one sni of a
Haynes manual, even a set of Lego
instructions, and Im going to be
revulsed.
Were deep inside the bowels of
Ferraris Maranello factory, seeing
parts of the Ferrari machine even the
You can mash the fast
pedal on the exit with
condence: E-diff,
traction control and huge
rear tyres will sort it
UK PR man, a nine-year veteran, has
never seen. Were at the autoclaves
where the F1 cars carbon components
are made. Were at the road-car
simulator, having passed by a host of
secret, long-o future products lurking
under silky covers. Were 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 Kubricks Beethoven
soundtrack, a series of unfeasibly clever
engineers chunter away at supercar
pace in unintelligible Italian. Oh no.
Its not Italian. Its English. LaFerrari
really is that complicated
The top of my head is ready to pop
up like a Fisher-Price tree house when
Ferraris 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 thats
gone on behind the scenes in the
making of this car, and going on
behind the scenes during the driving of
it, because they dont think well even
notice it otherwise.
Impossible as it sounds, the crowning
achievement of the ridiculously named
LaFerrari the only car CARs denite-
article-omitting columnist, the late
Russell Bulgin, could write about
without getting the mags sub editors in
a lather is not its ability to nd 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. Its 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 stued into your rucksack, its
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 witchs 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 dierent. Dierent
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.
Dierent, because this is the rst
Ferrari to use hybrid technology.
Dierent, because this Ferrari makes
950bhp, a stupendous 300bhp an
entire Ferrari 348s worth more than
its Enzo predecessor, not a car that
could ever be called out for lacking go.
I dont 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 rst
exception in 20 years, but this comes
close. At the front, there are shades of
288 GTO in the horizontal slats, of
Phil Hills Championship-winning
Dino F1 racer in the vertical spar.
Ferraris 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 nd
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 youve
chosen a harness instead of a regular
belt and have strapped yourself in) and
much of the architecture would look
familiar to anyone whos 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
F I R S T T E S T
Ferrari LaFerrari
With 789bhp this
magnicent V12 has
more poke than the
Porsche 918s entire
hybrid powertrain.
Revs to a frantic
9250rpm too!
You know youre 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 carbonbre,
located on oor 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
carbonbre rather than
resin-injected RTM like a
McLaren P1s or 918s.
Tub 20% lighter and
25% stiffer than
Enzos
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 aps 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 DV E NT UR E
Caterham in Japan
usual manettino dial, plus switches for
indicators, lights and wipers.
Through the upper spokes lies what
initially appears to be Ferraris usual
dial pack consisting of a traditional
analogue and secondary TFT displays.
But this time the whole lot is TFT, and
can be congured to show engine
speed on a conventional circular gauge,
or on a horizontal scale that looks like
an Astra GTE-owners wet dream.
Dont bother looking for the seat
controls; there arent any. They
reasoned that they could reduce the
overall height (and weight) of the car
while still making room for helmetted-
heads by xing the seat to the 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 oor
next to the centre console.
Time to go. One last wipe of the
palms and were out of the pit-box, into
the searing light of a cloudless Emilia
Romagna sky. Its hard to pinpoint
your rst impression in a case like this.
Its 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, specically
the noise. You almost expect the
harshness of Ferraris V8, whose at-
plane crank layout is eectively 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 theres the power. Maybe
youve 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 thats like BT Innity
broadband to even a 458s dial-up,
because the petrol engine is preloaded
against the electric motor, meaning its
ready to explode down the straight the
moment you go near the throttle.
The Ferraris 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 its always in the mix, because
theres 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?
Isnt 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. Theres no
pussyfooting required, you can climb all
over the right pedal on the exit of a
corner, and the combination of the E-di,
the traction control and colossal 345mm
rear boots will sort it out.
But lets deal with the entry to that
bend 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 rst right-left combo,
LaFerrari feels so planted. Can this be
right? Can it be this easy? Against all
odds, this things as simple to drive as a
458. A 458 with the small matter of
F I R S T T E S T
Ferrari LaFerrari
It feels so planted.
Can it be this easy?
Against all odds its
as simple as a 458
Incredible
traction, vast power
spread, better-than-
instant throttle
response. Its big,
but scoffs twisty
roads for brekkie
iPad
V I D E O
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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 traction
SEAT
Seat is
xed to 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 congured 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, youre
probably going
to need the
manual for
this one
A DV E NT UR 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, Im exploring every
bit of the travel on both pedals,
keeping the power on as we hit the rst
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-nish straight,
before standing on those mighty
brakes this lap. And the next lap. And
the one after that. But the one after
that, Im pumping the pedal, the ABS
is rumbling away and Im heading for a
rendezvous with the gravel. No point
in ghting it. Better to straighten the
wheel and ease o 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 ne. My pride and,
evidently, my ability to judge a braking
distance, most denitely is not. Now it
makes sense. Ten minutes earlier, Id
been in the passenger seat while
Ferraris test driver Rafaela di Simone
did the driving. Id noticed his
surprisingly early braking, which
obviously wasnt early at all. Back in
the pits he explains that thanks to its
active aerodynamics, LaFerraris low
level of straightline downforce means
its actually reaching a similar speed to
an F1 car by the end of the straight. An
F1 car, for Gods sake!
But then you remember that it weighs
twice as much. And its on road tyres.
And youre not an F1 champion. Getting
to the corner is one thing; hauling it up
for the right-hander is a dierent
business altogether. This car is like no
supercar Ive ever experienced. Id
become desensitised to the otherworldly
rate of acceleration this car is capable of,
been blas 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 cant 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 nd 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. Were 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 manettinos Sport mode crisp,
but easy to modulate, the F1 dual-clutch
box slurring unobtrusively between its
seven ratios. That much Id expected;
the civility of the ride I did not. A stier
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 o the main road to cross the
bridge and start your climb to Zoca.
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 ve positions:
Wet, Sport, Race, CT
(traction) off and CTS
(everything) off.
Feeling
brave?

LAFERRARI
Engine 6262cc 48v
V12, 789bhp @ 9000rpm,
516lb ft @ 6750rpm, plus
160bhp electric motor
Transmission 7-speed dual-clutch, rwd
Performance sub-3.0sec 0-62mph, 217mph+,
Suspension Double wishbones front,
multi-link rear
Weight/made from 1425kg/
carbonbre
Length/width/height
4702/1992/1116mm
Verdict
+++++
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 lling in the
split-second gap before the petrol engine
gets its act together.
Its 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 Speciales
was much improved. But it is arguably the
single most satisfying facet of the whole car.
And thats saying something given how
incredible the drivetrain feels.
It must annoy Ferrari that its mastery
of hybrid technology for the road hasnt
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 Ferraris ability to
make this new technology work. When
it comes to LaFerrari though, it works
magnicently. If theres one thing not to
like however, its 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 whos boss.
Or the McLaren P1, with its aggressive
active aero devices, height-adjustable
suspension and more extreme styling.
Both are more overtly sci-, though in
reality, no more complicated and, wed
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, were aware
of more than a handful of owners who
will soon be able to make that decision
every day, because theyre having one
of each. Thats some spending spree,
given that LaFerraris price is as
otherworldly as its performance: just
shy of 1.2m, or the equivalent of ve
458s and a Speciale. But if youre 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,
Id suggest youd be reaching for those
LaFerrari keys again and again.
FollowmeonTwitter @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.
Its as though youre in a glider,
and the tow-rope suddenly
becomes intercepted by a
low-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. Its 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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APRIL, MAY OR JUNE 14
Sebastien Loeb, nine-
time World Rally
champion, faces his
debut in the cauldron
of World Touring
Cars. Surely he cant
dominate here too?
Words: Ben Barry I Photography: Richard Pardon
A DV E NT UR E
Caterham in Japan
MOT OR S P OR T
What Loeb did next
With nine WRC titles, 78 rally
wins, 900 stage wins and 116
podiums, hes 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 cant take the World
Rally Championship out of Sebastien Loeb. Accelerating
hard towards a chicane in his rst 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 faed
through an eight-point turn. But a response hardwired into
Loebs brain from years of pirouetting through hairpins
kicks in: he reaches down, pulls up a lever like a magician
whipping o a tablecloth and spins his Citron C-Elyse
back round.
He pulls ze handbrake! chuckles team boss Yves Matton
later. For us its a joke!
Loebs 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 its a guy who was nine-times World Rally
Champion and who needs to prove very fast that hes at the
level.
Its not only Loeb whos having to readjust after over a
decade on mud, gravel, tarmac and snow: its almost the
entire Citron 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
Loebs team-mates Yvan Muller and Jose Maria Lopez are
both circuit specialists.
S
From where were standing, at the back of Citrons pit
garage with Loebs ex-co-driver Daniel Elena who splits his
time looking after a junior rally driver, playing petanque and
smoking it looks like everyones been learning fast.
Ahead of Q1, the three C-Elyses 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 re, 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; theres 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.
Its a 20-minute session, Citrons rst qualifying in the
WTCC, against world champions Hu and Tarquini and old
British Touring Car hands like Chilton and Thompson. Yet
after a few minutes the Citrons are back in, engines o,
drivers out, topping the time sheets one-two-three. Theyre
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
MOT OR S P OR T
What Loeb did next
The concentration
of a champion out
of his comfort zone.
After all, when
youre right at the
top, the only way is
down
He pulls ze handbrake,
chuckles team boss Yves
Matton. For us its a joke!
A DV E NT UR E
Caterham in Japan
Not only are Loebs team
ace at race strategy,
theyre also a pretty decent
Kraftwerk tribute band
And its Lopez, from Loeb,
from Muller. Lets hope
theyve 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, Loebs 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
condent than ever when he walks across the paddock ahead
of qualifying at Marrakechs Circuit Moulay El Hassan,
politely signs autographs and poses for pictures, then ambles
into the Citron 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
Citron, 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 Citrons foray into the WTCC,
despite team-mate Muller being equally French, a multiple
WTCC champion and a key reference point in the team and
Loebs development. As Citron boss Frederic Banzet
conrms hes at the race, its a big deal for the company
there are two reasons for the company to contest the WTCC:
one, to keep capitalising on Loebs image post-WRC; two, to
promote the C-Elyse in key emerging markets such as
Russia, China, Latin America and also Africa markets all
represented on the WTCC calendar to help Citron
become more global and therefore less dependent on the
European market thats 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
ying lap. So, really, its Q2 thats most representative. A
short ten minutes with wheat already sifted from cha, 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; its impossible not to get
swept along with it.
The randomness of Q3 mixes things up a little, but it
remains a Citron 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, Citron were WTCC rookies; already
theyre favourites to win the championship.
MOT OR S P OR T
What Loeb did next
WTCC in 7 easy lessons
1
THE 10TH YEAR
The 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 Citron
C-Elyses 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
4
QUALI FYI NG
Qualifying is split into
three sessions, Q2 being
whittled down to 12 drivers
and ve going through to Q3.
Super-pole means only one
lap per driver in Q3, with ve
to one points awarded from
positions one to ve, and
counting towards the Drivers
Championship
5
THE FORMAT
Two 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
6
THE POI NTS
Points are awarded to the
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. Dont
make the mistake
of thinking hes got
nothing left to prove
Thats Russian
Mikhail Kozlovskiy
on his way to his
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 rst time since the
Casablanca Grand Prix in 1958
A DV E NT UR E
Caterham in Japan
The genesis of Citrons WTCC programme actually
harks back to the genesis of its WRC programme over a
decade ago: namely, the Xsara kit car that competed in
WRCs 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-Elyse is based on the same platform as
Citrons 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.
Loebs DS3 rally car was under there somewhere, but it
was radically dierent. Despite his front-wheel-drive early
days, driving the front-drive DS3 and then the C-Elyse 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; its not natural to accelerate sometimes in the entry
of the corner, normally you always brake until later in the
Anatomy of a WTCC car
Marrakechs
Moulay El Hassan
street circuit is
dominated by two
immovable forces
of nature: the Atlas
Mountains and
Sebastien Loeb
BODY
Aerodynamics
are key in WTCC,
and a three-box shape
is more aerodynamic
than a hatch. Another
reason to choose
C-Elyse
BUYERS?
C-Elyse was
unveiled at Paris
motor show 2012. Not
sold in Europe, its
aimed at emerging
markets, such as
China
REGS
New TC1 regs for
2014 make the cars
more aggressive:
wider track, bigger
wings, more power.
Perfect time for a
new team
BRAKES
Cars run 18in
wheels & Yokohama
tyres. C-Elyse uses
Alcon brakes with a
thermometer stuck
on the brake
calipers!
ENGI NE
1.6-litre turbo is
similar to WRC
engine but with new
block and head and
makes 380bhp! In
WRC cars from
2015
CHASSI S
C-Elyse shares its
platform with the DS3
hatchback, Citrons
WRC racer. The WTCC
team 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 dont
understeer too much in the slow corners, but in the fast
corners sometimes its very light so you have to play with the
throttle just to keep the balance of the car; its a bit special in
the beginning.
If the technique of getting the C-Elyse through a corner
wasnt di cult enough, then there was the entirely dierent
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, its too dangerous, there could be a small bit of mud on
the corner, you dont know. But on the circuit its 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 Loebs now mastered that, but its the
racecraft going wheel-to-wheel, judging when and where to
pass thats 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 circuits
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 its a podium lock-out on the teams debut; Loeb
grins broadly from the second step.
The 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,
its 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 y splatting against a
windscreen; both cars are destroyed as they slide down the
wall, Muller eectively sweeping Coronel from Loebs path.
Loeb just nips by, driving over debris as he does so;
incredibly hes leapfrogged to third when the race is red-
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 o Bennani after a few laps. Hes 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 thatve never done this before!
As Loeb rounds the 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 Citron
domination?
Its 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 dont understand that this is a completely
new discipline.
The problem is, the non-specialists are right. The man
just makes it look too easy.
MOT OR S P OR T
What Loeb did next
Loeb takes time
out to chat with our
Ben Barry. People
think I should win
everything. They
dont understand
that this is a new
discipline
Are we watching the birth
of another era of Loeb-led
Citron domination?
iPad
V I D E O
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
58
German
38
French
35
Italian
25
Dutch
22
English
22
Belgian
21
Russian
20
Portuguese
8
0
Spanish
GI A NT T E S T
Mercedes GLA vs Evoque & Q3
C HE L S E
M A D E F O
A
R
Obviously, this isnt
Chelsea, but even double-
barrelled SUV buyers pop
off to their cottages in
Wales from time to time.
Enter Mercs 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, were pitching it against
Audis 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, well sort out the money. The GLA220 CDI SE
4Matic weighs in at 30,030. Its 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 o 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!
Mercs body
control too much
for dgety Audi, but
both are much
better to drive than
you might expect
Evoque switchgear designed for blokes in gloves rather than Jacintas inch-long nails
I
sucked-through-teeth extremes of 51,890. You may, however,
aord a ve-door specimen with the same all-wheel-drive
powertrain including a new nine-speed (yes and well
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 aord
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-sherman Bronze) rst
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 Chestereld Sofa Cleavage Brown)
and Audi (Basildon Fake-tan Tangerine Flake Error) it still
presents as boldly as the man who, having had his oer of a
dance turned down by Milla Jovovich, comes straight back
with So I suppose a shags out of the question?
Then again, that wouldnt be hard. With such clinical
precision has the Q3 been wrought to represent a small Audi
SUV that, but for the colour, its remarkable only in its
unremarkableness; an ocular exercise in body temperature
bathing. Ive never been a Chris Bangle fan but in the context
of the ECG at-line that has become Audi model-range style
dierentiation his once-pugnacious protestation that BMW
had to change does now have a certain burgeoning resonance.
The GLA plays a very similar hand, oering pipe-and-
slippers brand couture comfort at rst glance. Though, with
the three-pointed star at the business end now adopting
Professional Frisbee proportions (should not condent brands
favour discreet badging?), the French-curve-run-amok styling
that now sadly trademarks the prole of each and every new
Benz seems almost restrained.
In truth, the GLAs 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 o the suggestion of tinker and dget 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 o in providing
a surprisingly high driving position within a chopped,
remarkably svelte bodyshell. Never mind the fact that every
The Evoque continues to woo with undimmed
designer-rimmed dhaaarling credentials
If youre going to have
a screen that looks
like a detachable
tablet, why not make it
a detachable tablet?
GI A NT T E S T
GI A NT 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 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 drivers 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 specication 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, suers slightly from a wheel-rake adjustment that wont
drop low enough, leaving you reluctantly chasing it north
through seat-height adjustment. But that does, at least, aord
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 Q3s clean
homogeny and, as exemplied by temperature control dials
which feel imsy and have an unpleasant latter wobble about
them (ironically, by comparison, those of the Evoque are
innitely superior), build quality seems to lack consistency.
There is, moreover, a whi of over-stylisation creeping into
some Mercedes detailing. I dont, 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 ne, thanks; clarity and class make the best
bedfellows.
Though a simple solution to the problem of heat build-up
within a dashboard, the GLAs 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, its pretty much perfect.
Life in the back isnt great in any of these three. As
previously discussed, GLA life astern is cramped by class
standards. The seats themselves arent that comfortable to the
adult frame, and the combination of high, rising waistline and
integral front headrests equate to rigorously blinkered kinder.
The Audis 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 doesnt simply spring forward when you
tilt the back; its powered by a motor so slow that youve grown
a beard before it whirs indolently into life. The resultant cant-
wait barging, blasphemy and bruising accesses
accommodation that suers 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 oer their own particular take on the circa
Less swoopy shape
means more space
in the back and a
better view out
Well, you wouldnt
want to shufe NINE
cogs with a gearstick,
would you?
Red light shows that
Sloane Square Kerb
mode is selected
Evoques adaptive
suspension allows
body control so good it
simply cant be an SUV
2.0-litre turbodiesel. With the higher output of the Evoques
larger capacity unit compensated for by the fact that its easily
the heaviest machine here and the GLAs lesser power output
similarly oset 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 bis along admirably, and the only real criticism that
may be levelled at the powertrain is that its 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
elds 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
suciently 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?
Id better understand the argument for more cogs keeping
you in a diesels 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
Merc instruments
tending towards
over-styling. Whats
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
GI A NT 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,
theyre clearly all out the back copping a crafty fag for the
duration.
In truth, the shiftings good enough that youre not over-
aware of the number of cogs on oer. 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 o-
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 doesnt 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 Q3s steering has a deal more hemlock and rubber in
the mix, but that doesnt bother me quite as much as the cars
inability to ever quite settle on its springs. It 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 41,510
As tested 51,890
Engine 2179cc 16v turbodiesel 4-cyl,
187bhp @ 3500rpm, 310lb ft @ 1750rpm
Transmission 9-speed automatic, four-wheel drive
Suspension MacPherson strut front, multi-link rear
Performance 8.5sec 0-60mph,121mph, 48.7mpg,
153g/km CO2
Length/width/height 4365/1980/1605mm
Weight/made from 1685kg/steel
On Sale Now
Verdict +++++
AUDI Q3 2.0 TDI SE
Price 26,550
As tested 31,345
175bhp @ 4200rpm, 280lb ft @ 1750-2500rpm
Transmission 6-speed manual, front-wheel drive
Performance 8.2sec 0-62mph,
132mph, 47.9mpg, 156g/km CO2
On Sale Now
Verdict +++++
The compact SUV set
LAND ROVER
FREELANDER
Bought 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 X3
Bought by badge-
obsessed yummy-
mummies whose discarded
brains habitually bookmark
the pages of Italian Vogue
TOYOTA RAV4
Bought for the mistress who
you cant quite pluck up the
courage to chuck yet, but
who will hopefully now
get the message
AUDI Q3
Bought by badge-obsessed
yummy-mummies who
wanted a BMW but
accidentally wandered into
the Audi showroom
MERCEDES GLA
Bought by badge-obsessed
husbands for wives who
subsequently cry because
they actually wanted an
Audi Q3
HONDA CR-V
Bought 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 youd expect to visit with the
cabin full of family. Over-sported hence not quite sorted?
Meaty yet gently meandering, the Evoques steering feels
the least sharp on the uptake here. The brakes, too, possess a
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 its just the sheer improbability
of the experience that makes it such fun to ing around.
Switch to Dynamic mode and the Swarovski crystal
animal collection that numerates the drivers instrument dials
turns red, whilst the dampers turn to concrete. Pointless; the
ride becomes unpleasantly rm to the point of jarring, whilst
the handling doesnt appear to improve overmuch.
For all its faults, and the inevitable price tag hike, Im still
going home in the Evoque. Not only does its styling continue
to hallmark it as a Tiger tank amongst Shermans, but theres
also some indenable 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
T
H
A
N
K
S

T
O

T
H
E

R
O
Y
A
L

O
A
K

H
O
T
E
L
,

B
E
T
W
S
-
Y
-
C
O
E
D
.

R
O
Y
A
L
O
A
K
H
O
T
E
L
.
N
E
T
NI SSAN QASHQAI
Bought by thousands
of myopics, despite
Mk1 looking like a
bucket of smashed
crabs
MERCEDES-BENZ
GLA220 CDI SE 4MATIC
Price 30,030
As tested 32,105
168bhp @ 3400-4000rpm, 258lb ft @ 1400-3400rpm
Transmission 7-speed automatic, four-wheel drive
Performance 8.3sec 0-62mph,
134mph, 55.4mpg, 132g/km CO2
On Sale Now
Verdict +++++
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
CA R WOR 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
I
TS A PECULIARLY British pastime to mock the
lthily rich, and especially the lthily, recently rich.
We like to guaw 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 thats just the men.
We sneer as if the nouveaux havent earned it
enough, not having spent generations of sterling
service subjugating their local
populace, and havent 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. Its an eclectic mix of the weirdly awful
and utterly fabulous, a great big warehouse of
stu 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 oers something more than prestige-
brand ubiquity. It oers 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 rst 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 rm FB Tuning are the next Mulliner,
as the creation on its stand clearly has the back
end from a Chrysler Crossre. 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. Thats 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 Im 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 doesnt come round much,
but in a country of only four-and-a-half square
miles Id be disappointed if I wasnt 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, ne dowries and unswerving loyalty to the state, and
he receives each subjects nely coieured 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:
Its a spectacular show. I dont know where were
going to put everything in a couple of years, were
running out of space!
Im 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-o 701bhp Mazzanti
Evantra ts 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
rm 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 suocated a Veyron entirely in
carbonbre, inside and out, and painted a
Wraith turquoise. Being English and nding the
idea of besmirching such cars a little too outr for
my tastes, I am drawn to Klassen where you can
buy a million-quid boardroom housed in a
coroners van. It has a Nespresso machine, tables
that whoosh out of the walls, a nish 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 isnt
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 doesnt take
long to nd a Volkswagen Up masquerading as a
superyacht.
Now, a gin-palace-owning issue you may not
have yet encountered is what to do when youve
SOMEBODY HAS
SUFFOCATED A
VEYRON IN
CARBONFIBRE
95 MAY 2014 I CARMAGAZINE.CO.UK
CA R WOR 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
Mans codpiece
Dont 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 ts, whether you have a yacht
or kids you want to take to school.
Another Brit is the star of the show: David Browns new
Speedback has been ocially unveiled here and its 60s
pastiche looks are proving a great draw among futuristic cars
that look like Iron Mans codpiece. So much so, theyve already
sold one to a man who ew 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. Its a very European event they understand what
docked and need to nip to Iceland to buy the canaps. 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 its 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.
Twisteds Charles Fawcett explains: We have lots of
Top
Marques
by
numbers
200
luxury
brands
on
display
world launches
of supercars,
bikes, boats 14
visitors attended
36
,
000
Most expensive car:
a W Motors Lykan
$3.4m
Most expensive
object: small blue
diamond
3.5m
Its all so cool!
Were from
Bulgaria!
Zenvo ST1 is a
Danish supercar.
Prefer their bacon,
to be honest
A VW Up with
teak planking to
match your yacht
weve tried to do and we have a few very interesting leads.
Its easy to say I want my own thing but its 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 cant drive as we
cant 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.
CA R WOR L D
Top Marques Monaco
LAST NIGHT A MAN
FROM RUSSI A PAID
400k FOR MY CAR
Quant fuel-cell
car inventor
Nunzio La
Vecchia.
Obligatory
shiny suit
You can cover it
with gold leaf, but
its still basically a
Chrysler Crossre
The man from
CAR magazine
arrives for
breakfast
Steve woos a
passing architect,
possibly by forgetting
to mention that its
not his Ferrari
A PRESENT FOR
THE WIFE
3.5million for this
heart-shaped blue
diamond the size of
a Smint
A HYPERCAR
A W Motors
Lykan hypercar:
800bhp, diamonds
in the lights and
$3.4million
SOMETHING TO
DRINK
A 50-litre
carbonbre bottle
of champagne.
220,000 in a
nightclub
Moodys Millions
How Steve might have blown
a fortune at Top Marques
CA R WOR 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
Hell be 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 thats a bloody good thing.
So unable to ash enough cash, I wonder
whether exhibiting rental rm AAA might be
more relaxed and let me have a go in one of its
eet. The Mansory Siracusa is a Ferrari 458 Italia
with 100,00-worth of carbonbre bits and a
double exhaust to give it a deeper, man-about-
town resonance. I show them Ive 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 its rented
out most days, with some hiring it for three
weeks at a time. I think Ill 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 clis of
Fontvieille. My previous seafaring experience?
Crashing a rowing boat into some reeds at a
Cornwall adventure park. Undaunted, I cant 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 o all those high
rises, I think you can keep the supercars: Ive driven a
superboat out of a Monaco harbour and Im heading for the
sun. This is o cially Living The Dream.
I dig deeper. If I had wads of Euros
sprouting from every pocket like Worzel
Gummidge stued 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 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 Kermits 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 hes 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 Im 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 theyre up
to. They enthusiastically rattle o what theyve
seen, while shu ing their pack of brochures
like kids with Top Trump cards.
This is the best that I have seen in the show.
Its a Lykan Hypersports. Right now it exists as
the only one. Its the best hypersport car I have
seen in my life. It has diamond-encrusted
headlights. Thats pretty cool for girls. Nought
to 100kph in 2.8 seconds. How cool is that?
Nearly 800 horsepower. Thats a lot. Weve
been given an energy drink with gold bits in it.
How cool is that? Were from Bulgaria and
Russia but now live in Italy. I know CAR
magazine! Its cool.
And with that, theyre o 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 Im less sold on the
diamond headlights. The girls have taste though. Im
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 CAR
Love your motor?
Just 3,000 buys
you a hand-painted
portrait
SOMETHING TO
TELL THE TIME
Diamond-encrusted
Kapriss dragon
watch: 18,000
A PICTURE FOR
THE BOG WALL
Russian 15kg silver
picture of the Prince
and Monaco history.
350,000
SOMEWHERE TO
WORK
Bin 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
its not even
comfortable!
CYCLE CRUISER
A handcrafted
30mph Italian
electric cruiser
bicycle for 15,000
IT HAS DI AMOND
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
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
AL L ROADS AL L ROUND
Two badges hint at Audi strategy. The
Allroad badge, which currently serves A4
and A6, will spread to all models, and
there will be a TT Shooting Brake
Allroad
concept:
one Audi to
rule them all
S NE A K P R E V I E W
Audi Allroad Shooting Brake
T HE NE W FACE OF AUDI
Wolfgang Eggers last job as chief designer
was to nail this frontal look, which the TT
will debut. Features include new LED matrix
headlamps and new single-frame grille
E-T RON QUAT T RO POWER
The plug-in hybrid technology showcased
here will appear on future road cars. It
combines a petrol engine with two electric
motors, 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 were simply
dealing with a TT concept
here, but the pace of change at
Audi is now so ferocious there
simply isnt 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 rst 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 rened than expected, but it
still put a smile on my face. The noise
pattern is so dierent 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-o
behaviour and the kick-butt in-gear
performance are truly entertaining, and
All air-con controls are
integrated in the ve
rosette vents. Outer vents
house seat-heater buttons
New TFT screen elevates
sat-nav display to near-TV
levels of production. Is
this a route or a video game?
The charging point is on
the left side and the
fuel ller is on the right.
Dont 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-o, it is bound to have an
impact on future Audi production cars.
And theres 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
Audis 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
Audis 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 its safe to say were driving a
work-in-progress.
So for now its 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
the brisk, stepless acceleration positively
pings you towards the horizon. In E-
tron conguration 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 thats true
here at 1600kg, the car is about 200kg
heavier than a 300bhp S3 with
mechanical Quattro four-wheel drive.
The Allroads spec sheet oers three
Shooting brake
shape will appear
on a TT at some
point, but dont
expect a TT Allroad
Its 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 o the throttle
casually, and the system will slip into
fuel-saving coasting mode; step o the
throttle abruptly, and brake energy
regeneration will make the car grind to
a rapid halt.
The Allroad Shooting Brake will go
down in Audis corporate history as
Wolfgang Eggers last eort 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
ItalDesign as Mr Fixit, leaving Mark
Lichte to administer the marques new
look. This car is basically his brieng
note. The rst thing you notice when
you see it in the 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 dont seem to
Extra ground
clearance and
underbody cladding
make it a theoretical
Allroad, but you
wouldnt want to
cross even a verge
on these Michelin
Pilot Sport tyres
Its not only the
drivetrain thats a
hybrid, the whole
car is a crossbreed.
In which case its no
mean feat to make
it look this cool
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 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 o
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 drivers 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.
Audis 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
ofcially 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 2004s A8
almost unchanged
NUVOLARI
QUATTRO (2003)
Though its 591bhp
V10 hinted at Audis
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 prot
margins killed it off
in 2007 until now?
SI X OF T HE BEST
AUDI CONCEPT CARS
You can ddle with
the interior lighting
to suit the mood.
Choose from
Modern, Classic,
Ambient or Dynamic
mountain range. In o-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 anked
by charge and boost bar graphs and a
range display.
Theoretically, the Allroad has enough
ground clearance and su cient
underbody cladding to leave the beaten
track, but the 255/40 R19 Michelin Pilot
Sport tyres lack even modest o-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 theres a single thing to take
away from this multi-faceted mule its
surely this: of the next wave of Audis,
starting with this years 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 ft
Transmission Six-speed dual-clutch, 4wd
Performance 4.6sec 0-62mph, 156mph,
148.8mpg
Weight/made from 1600kg/aluminium/
carbonbre reinforced plastic
GI A NT T E S T
BMW M4 Coupe vs 911 & F-type
M4
GOES
TO
WAR
BMW might have hoped wed
wheel out the creaky Merc C63 or
Audi RS5 to greet its confusingly
renamed M3 Coupe. Nah. If its
going to be Coupe King, heres
the test its got to win
WORDS: Ben Barry I PHOTOGRAPHY: John Wycherley
H
AVE YOU EVER heard an M3 CSL
suck air through its carbonbre
induction system? Its 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, Id 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 eights 414bhp, 295lb ft, 23.7mpg and 285g/km.
The numbers say its 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 benets outweigh the negatives? Up here in
the hills above Faro, Portugal, Im 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 thats been to Superchips. Use part-throttle and youd
think youre 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 youll shift earlier. Its 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 its an inauspicious start.
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
GI A NT T E S T
IT ZEEEWWS ROUND
THE DIAL WITH A PROD
ON THE THROTTLE LIKE
A HOOVER THATS BEEN
TO SUPERCHIPS
Controversy may be
raging under the
skin, but the skin
itself is line-perfect
the engines a shock if youve always bought into Ms high-
revving naturally aspirated philosophy, but this is denitely an
M3; gah, I mean M4.
The question is, is this new breed of M car as involving as the
very best performance machines? Weve 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. Theyd be cannon fodder.
T
HATS WHY WEVE pitched the M4 against the
Porsche 911 Carrera S and Jaguar F-type V6 S Coupe,
rosy-cheeked sports cars thatll be a genuine alternative
for some M4 customers and a benchmark for exceptional
dynamics. Unlike the M4, the Porsche 911 hasnt yet
succumbed to the forced-induction craze, so you still get a
naturally aspirated at-six crammed behind those occasional
2+2 rear seats. On paper, this looks foolhardy, because even
though the Porsches asking price towers over the 59k M4 at
83.5k, its performance gures wilt in comparison: 394bhp and
325lb ft plays the M4s 425bhp and 406lb ft, plus the M4 easily
bests it in terms of fuel e ciency and emissions.
But youll forgive all that when youre behind the 911s 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 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 youre driving a precision machine: from the atulent
mechanical pulsing of the idling at-six, to the clutch pedal that
you press and release like youre doing light reps on the leg
machines at the gym, and the way the 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 at-six gathers
revs from almost nothing and then revs to the stratosphere, you
just know that youll happily trade a few more mpg for the extra
enjoyment of naturally aspirated bhp. Id call the performance
gures cautious, too: winding out a Carrera S is like being
punted up a drainpipe strapped to a rework.
On a twisty section of road in between two tighter corners,
the comparison with the BMW is revealing: the M4 exits the
rst corner in second gear, accelerates furiously and demands
YES, THE ENGINES A
SHOCK, BUT THIS IS
DEFINITELY AN M3;
GAH, I MEAN M4
A day earlier, Id picked up the keys at a 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 M4s skin itself
remains reassuringly familiar: quad exhaust pipes, carbonbre
roof, a CSL-style bootlid that arcs like the rising sun and a front
end thats 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 backsides
even touched down on leather, all taut lines and lean and wiry
architecture thats suggestive of lightweight tech. Then you
snuggle in, noticing the rm, canted-forward headrest, the way
the seats hold you subtly just above the waist. Ill take mine with
the optional part-leather, part-technical fabric, please.
Every time you crank the engine, the M4s 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 steerings keenness to self-centre; Comfort steering is perhaps
a tad over-light, but its 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 o all the stability control because rst
impressions suggest this M car is as benign and balanced as its
predecessors. Take it by the scru 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
cant accuse the M
stylists of not trying
GI A NT T E S T
Okay, BMW, if you
want it to be a coupe
in its own right then
heres a couple of
coupes it needs to
compete with
GI A NT T E S T
THE M4S OPTIONAL
CARBON-CERAMIC BRAKES
ARE AS GOOD AS ANYTHING
IVE 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 Efcient every
time you re it up
third before the next kink; when you back off for that corner
theres 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 doesnt 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.
Its di cult to single out one area of the 911 for praise,
because its just such a cohesive package. Weve criticised the
steering before, but Im either acclimatising, its getting better or
these roads are a little rough, because I love the consistency of
the weighting, the ratio and the info thats coming up the rack.
The chassis is sublime. 911 fans have complained that this
generation with its 100mm longer wheelbase lacks the 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 nds traction.
The M4 only really monsters it under braking, but thats
because weve got the optional carbon-ceramic brakes a rst
for the M3/M4 and they are sensational, as good as anything
Ive experienced on a Porsche or Ferrari, with instant bite and
an almost supernatural ability to wipe o speed that requires a
complete recalibration of the possible.
For all the 911s composure and competence, theres 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 youll 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
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.
Theres 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
saloons downforce, so
receives a specially shaped
carbon bootlid instead of
the M3s plain metal item.
They both get the same
bucket seats too, the only
difference being the tilting
mechanism is missing on
the saloons. 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, theyre
mounted much lower than
they were in the last car. For
the rst time in years you
feel like youre sitting in the
M3, not on it.
Theres 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 Bixbys
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 isnt.
Short of a wagon version
that BMW swears isnt
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 Jags an easier car to make dance. Youll 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; its 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, o the M4s class-leading pace.
Given BMWs engine wizardry, thats 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. Youll need a young family in the M4s four seats to tip
the scales back in the Jags favour.
But after the sterility of the M4s engine the Jags abundance
of character is almost shocking, as the V6 erupts and a purry
ourish of rpms washes through its trumpet-like exhausts; the
sound of heavy shelling reverberates in the distance when you
nally release the volume pedal. Keep it in the mid-range and
theres 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-types front end is, seemingly
untroubled by the hunk of metal over the front wheels; the
balance feels closer to your knees than youd 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 doesnt 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 M4S ENGINE THE
JAGUARS ABUNDANCE
OF CHARACTER IS
911 has that rear-
engined stability
that lets you sashay
through fast corners
like a naturally
aspirated Len
Goodman
GI A NT 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 thats a little too soft, but still 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 M4s rear-view
mirror like itd run out of bungy cord; on a twisty road the M4
cant translate that advantage, because its 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 M4s 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.
Youll 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 converters civility is retained at low speeds.
Its a great drivetrain, but what I really want from the F-type
is more connection from the chassis. It feels a little aloof, like
GREG LEWIS/
DR PASTY-
SMASHER
OMELETTE
Asda worker Lewis
changed his name
by deed poll after
canteen food-ght
inspired bet. To be
honest, I thought it
wouldnt be real.
Doh! FAILURE!
MARATHON/
SNICKERS
Associating 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 FOCUS
A switch to front-
drive couldnt 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/DIDDY
With 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/
CHEVROLET
How 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 theyre not
FAILURE!
INFINITI
Q50/G
Wed just got our
heads around
Innitis 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
its sitting on top of the road rather than keying into it. For that
reason it doesnt 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. Its late now, the straight-six
gulping down the cooling air, the roads deserted, and Im starting
to gain in confidence, pushing harder and pinning the accelerator
early to feel the M4s 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 theres 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 V8s 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 Divisions 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, its 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 isnt 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 intensies 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 Im starting to get the M4, but as the sun
disappears and we head back to the hotel, Im 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 drivers 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 doesnt
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 Ill take the 911.
GI A NT T E S T
Porsche and
Jaguar have set this
bar high can a
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 DRIVERS BUTTONS
JAGUAR F-TYPE
V6 S
Price 60,250
On sale Now
Engine 2995cc 24v
supercharged V6, 375bhp @
6500rpm, 339lb ft @ 3500-
5000rpm
Transmission Eight-speed
auto, rear-wheel drive
Suspension Double
wishbone front, multi-link
rear
Performance 4.9sec
0-62mph, 171mph,
Length/width/height
4470/1923/1309mm
Weight/made from
1594kg/aluminium
Rating +++++
BMW M4
Price 59,145
On sale Now
Engine 2979cc 24v twin-
turbo six-cylinder, 425bhp @
5500rpm-7300rpm, 406lb ft
@ 1850-5500rpm
Transmission Seven-speed
dual-clutch, rear-wheel drive
Suspension MacPherson
strut front; multi-link rear
Performance 4.3sec
0-62mph, 156mph,
Length/width/height
4671/1870/1383mm
Weight/made from
1537kg/steel, aluminium,
carbonbre
Rating +++++
PORSCHE 911
CARRERA S
Price 83,545
On sale Now
Engine 3800cc 24v at-six,
394bhp @ 7400rpm,
325lb ft @ 5600rpm
Transmission Seven-speed
manual, rear-wheel drive
Suspension MacPherson
strut front; multi-link rear
Performance 4.5sec
0-62mph, 188mph,
Length/width/height
4491/1808/1295mm
Weight/made from
1395kg/steel & aluminium
Rating +++++
STARRI NG
BMW M23 5 i
MERC CL S SHOOT I NG BR AKE
SE AT L EON
L E XUS I S3 0 0 h
SUBARU BR Z
V W GOL F GT I
V W UP
R ANGE ROV ER
BMW 420 d
K I A PROCEED GT
AUDI RS6 AVANT
CI T ROEN C4 P I CASSO
RENAULT SP ORT CL I O
J AGUAR F - T YPE

Our
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BMW M235i by Chris Chilton
Ups Concentrated bundle of rear-drive joy
Downs Two punctures to start the relationship
LOGBOOK
BMW M235i
Price 34,350
As tested 42,020
Miles this month
2471
Total miles 5912
Our mpg 28.9
Ofcial mpg 34.9
Costs 344.52
(2 tyres)
Fuel this month
527.83
Month 1 HELLO
D
AYS JUST HAVENT 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
reect BMWs new naming strategy (even numbers for all coupes and
cabrios). While we wait, heres the next best thing: the M235i.
Essentially a coupe version of the existing M135i hatch, its another
of BMWs M Performance models. Not quite a full-blown M car, but
not far off. Its 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 weve saved 1825 by keeping the six-speed manual.
There arent many major league performance cars still available with a
manual box, so we should enjoy it while we can.
And this is very denitely 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 blowers spooling. Theres grunt everywhere, it likes to
rev, wails like a proper old-school BMW six, and apart from the
tiniest bit of lag, youd 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 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 theyre off a golf cart and theres 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 (its good, but not outstanding) and a
limited-slip diff. The mechanical grip is so good you dont 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 retrot one to our car.
We look forward to that, but theres plenty of fun to be had even
in standard trim. Which is why
you might have seen this exact
car battling Porsches excellent
Cayman on the cover of Aprils
magazine. In the 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
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.
Im on Twitter @chrischiltoncar
Our M235i chases
Porsche Cayman
during our April
cover shoot. Little
to choose!
Its not a modern
BMW if it hasnt got
a magic switch to
transform steering,
throttle etc
J
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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 cars unfeasibly long
O
N 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 gures
however, werent 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 cars
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 ranges sweet spot
Downs The weedy gearshifter and lack of starter button
Merc CLS Shooting Brake by Greg Fountain
Month 3
LOGBOOK
MERCEDES
CLS350 CDI AMG
SPORT SHOOTING
BRAKE
Price 56,025
As tested 58,630
Miles this month
1151
Total miles 4162
Our mpg 36.1
Ofcial mpg 47.1
Costs None
Fuel this month
217.68
N
OT ONLY HAS the new Leons 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 seats entirely comfortable, the driving position rst class, and the
Ups New-found interior appeal
Downs with minor glitches
Seat Leon by Anthony ffrench-Constant
LOGBOOK
SEAT LEON FR 1.4
TSI 140 PS
Price 19,565
As tested 21,055
Miles this month
818
Total miles 1417
Our mpg 39.6
Ofcial mpg 54.3
Costs None
Fuel this month
119.49
Month 3
instrumentation a paragon of clarity and efciency. 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 rst concerns the drivers 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 ails, unhindered, straight to
feeding-whale-shark status. And that matters more in a town sporting
car parks which all slope like Jimmy Carrs shoulders.
The second is an ignition barrel installation angle so ill-considered that
to insert the key and 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, its 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 delights
Downs Dated footbrake, plastic paddles
Lexus IS300h by Ollie Kew
LOGBOOK
LEXUS IS300h
Price 33,495
As tested 36,100
Miles this month
1971
Total miles 7329
Our mpg 34.5
Ofcial mpg 60.1
Costs None
Fuel this month
274.99
Month 4
S
O, 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 cars thoroughly un-UK-motorist-
friendly drivetrain. And that seems a good place to pick things up,
because besides cooing over the ISs low-slung driving position
and BMW-shaming material tactility, theres 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 havent tried the RS Clios launch control mode yet?
For shame! But until I prodded the multiple window button on
the ISs steering wheel, I was completely unaware its central
instrument display shufes six inches right in a motorised whirr,
as per the LFA supercars trick dash. Besides the novelty, the
benet is opening up a larger ancillary screen for navigation,
entertainment and trip computer readouts, supplementing
the central screen. Its 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 its 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 dont THUNK upon sealing? A 3-series cant
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 Waltons 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. Its a shame, as the AMG magic wand
knows a few tasty spells, but here theyve just
overdone the sauce, drowned out the 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 isnt delicious rear-wheel-drive
chicanery M3-style, but bloody hard work.
Basically, if you want to feel your rear tyres
breaking grip youd rather they werent quite
so far away. Until now Ive 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, Ill stick very happily to my turbodiesel,
which is every bit as 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 condently away. The 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, cant-miss-it alloy starter
button. The second is the white cars 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 reconrming 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 wouldnt
recognise it. The effect is a bit like the whole
HD telly thing what you had before seemed
ne, but once you experience the change its
impossible to imagine you lived without it. Of
course the winter never showed up (a pity in
some ways Ive recently moved to a hilly
town and wanted to test the benets of winter
rubber). Lets hope global warming doesnt
give us snow in June Im on the wrong tyres.
Follow me on Twitter @GregFountain1
A
FTER 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 Toyotas 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 its
ancient history. But I recently drove a rare
unmodied 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
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
wasnt 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 wouldnt 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 temporary
Downs Hard to nd a replacement thats as much simple fun
Subaru BRZ by Ben Oliver
Month 11
LOGBOOK
SUBARU BRZ
2.0i SE LUX
Price 26,495
As tested 27,995
Miles this month
201
Total miles 9899
Our mpg 30.7
Ofcial mpg 40.9
Costs None
Fuel this month
39.30
Havent seen many
others with Baby on
Board signs, but
sprogs do t
GOODBYE
All this you can probably guess from our rst
drives: what we learned living with the BRZ is
that it doesnt wear off. And you dont 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 (its an ideal family car, dear).
Economy fell predictably short of the ofcial
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 isnt much else like this) might
Our Cars
135 GET CAR ON YOUR iPAD! DOWNLOAD THE APP NOW AT APPLE NEWSSTAND
Our Cars
L
IKE MANY GOLF GTI drivers, I want our new long-termer
to be two cars in one:when Im 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 thats big enough for all our baby clobber. A
blend between Ayrton Senna and Nanny McPhee, if you can
picture that.
Weve been out for a couple of family trips so far. Fitting the
car seat was no problem the Isox bars were easily accessible
behind clip-on plastic covers and for bigger people, theres
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 Golfs 350), the VW isnt renowned for
its luggage space. Travelling with one toddler is ne, because
the 70:30 split rear seat allows you to surround the baby with
luggage (and shes too young to complain); but travelling with
a baby plus one or two more kids? Wed need to hire a van to
follow us round. Which means I need three cars in one.
FollowmeonTwitter @markwalton_
Ups Massive performance
Downs Not a massive boot
VW Golf GTI
by Mark Walton
Month 2
LOGBOOK
VW GOLF GTI
Price 27,775
As tested 32,580
Miles this month
605
Total miles 2020
Our mpg 28.0
Ofcial 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 Dont smile, the next bags going on your lap
As driven in
Bayvatchhausen,
the German version
of Baywatch
Exploring the outer
envelope of the Golf GTIs
family car credentials in
Blakeney, north Norfolk
You just want to reach for
that traction-control button
every time you start it
What its worth
Price new 27,995
(including 1500 of options)
Dealer price 23,290
Private sale price 21,870
Part exchange price 20,040
Cost per mile 20.5p
(1.09 including depreciation)
be slightly taken aback by having to ll up often
well short of 300 miles. Our logbook for nearly
9000 miles and 11 months in total on our eet
shows 43 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
youre in the US)? I think so. Im 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 at-four). Id rather
be part of that heritage than part of Akios
marketing campaign, and Id sooner have the
rarer badge, and the badge of the rm that
actually engineered the car. Im 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.
FollowmeonTwitter @thebenoliver
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We think the BRZ badge is the one
youll 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 eet by a good 2355, as tested.
But the Up was the slowest, and I wont 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 Ups all-electric
brother, the e-Up, conrmed my suspicions that
a dash of extra power would turn up the fun.
Though the e-Up (no Yorkshire jokes, Ive
heard them all) weighs a titanic 200kg more
than a petrol one thanks to its battery pack, its
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 dont need my B in
GCSE mathematics to work out that makes
for a sprightlier getaway than the three-pots
70lb ft at 3000-4000rpm.
Thats not where the e-Ups 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), its 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-termers completed over the
I
TS A MEASURE OF how accomplished
the Volkswagen Up is and how satisfying
its been to run one for ten months that its
much easier to quickly reel off the short list of
things I wasnt keen on than ramble endlessly
about all its plus points. The holes in the boat
include the penny-pinching decision not to t
dual electric window switches to the drivers
side door, and the Bluetooth systems habit of
cutting out and skipping during iPhone music
playback. Also, Id sacrice a smidge of
steering lock for a quicker rack to suit the agile,
chuckable chassis, which shines when tted
with the 15mm lower, stiffer suspension of the
480 Sport Pack modelled by this example.
Ups An engaging, immaculately nished little tyke
Downs No time to improve the fuel mileage its gone
VW Up by Ollie Kew
Month 10
LOGBOOK
VW HIGH UP 75PS
Price 10,990
As tested 12,640
Miles this month
332
Total miles 5360
Our mpg 47.5
Ofcial mpg 60.1
Costs None
Fuel 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 didnt specify the
fuel-saving Bluemotion pack, with eco tyres
and stop/start).
Other than that, Im struggling. During the
Ups 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 Fiats
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
Chriss 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 journeys
Downs But hair-sheddingly stressful in the twisties
Range Rover by Chris Chilton
LOGBOOK
RANGE ROVER
VOGUE SE TDV6
Price 77,895
As tested 87,650
Miles this month
1987
Total miles 14,549
Our mpg 28.2
Ofcial mpg 37.7
Costs None
Fuel this month
411.11
Month 8
H
AVING 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 Phils Range
Rover. Too big for the Lake Districts winding lanes, but perfect for
getting there.
I havent spent much time in this Rangie, but the Chiltons have
some form with the breed. Id loved the 12 months I spent with an
old-shape Range Rover Sport a few years back, and although I know
that theyre not directly comparable, our new Vogue answered almost
every one of my criticisms of it. First, nothing broke, something of a
novelty, given CARs 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, its 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 Brits equal. As it should given the price. My
favourite of the current Our Cars crew by a mountainous, lake-lined
country mile.
Follow me on Twitter @chrischiltoncar
I
DROVE A BMW 330d xDrive Touring to the 2014 Geneva
motor show and 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 doesnt mean that the smaller diesel is a slug: its not
a barnstormer, sure, but when you put it in Sport mode (as
opposed to the default Normal setting, or Eco or Comfort) theres
enough throttle response and pull to carve up trafc. Well,
perhaps not carve up, but slice cleanly with enough response
and torque once youve grabbed the right gear.
At BMWs 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, its wound up to
308bhp thanks to two turbochargers as well as 465lb ft of
Ups London to Geneva on a tank
Downs No trafc light racer
BMW 420d by Damion Smy
LOGBOOK
BMW 420d SE
Price 31,575
As tested 38,840
Miles this month
1125
Total miles 11,653
Our mpg 48.8
Ofcial mpg 60.1
Costs None
Fuel this month
146.91
Month 5
torque. Its bloody quick. Yet I cant help thinking that, for the 45k
ask, Id have a petrol-slurping 435i instead, as its a better drivers car.
Which brings me back to which of these youd 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 420ds 57-litre tank 613 miles
wouldve meant wed 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 Neesons
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 wouldve been
quicker, and cost less to run. Food for thought,
though youll have to rack up serious mileage to
offset the lil leccys 19,250 asking price.
Which leaves us back with the petrol car, and
thats 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 its worth
Price new 12,640
(including 1650 of options)
Dealer price 9,989
Private sale price 9,584
Part exchange price 9,019
Cost per mile 14.6p
(87.3p including depreciation)
Over-reacting to the
extra usefulness of
the ve-door Ceed
GT, Chilton patently
overdid the rock
salt order
K
IAS ATTEMPT TO muscle in on
Golf GTI territory falls short in one
key area. No, Im not talking about
grip, power, the glaring lack of a dual-clutch
box or even badge kudos, this time. Im
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 ve-door
guise. According to Volkswagens sales
gures, 70% of GTI buyers go for the
ve-door option.
Its not hard to see why. People buy hot
hatches as much for the hatch bit as the hot.
You cant ferry multiple kids to school in an
Audi TT, or t much camping gear in an MX-5.
So while the Proceed GT looks great in
three-door form, and doesnt want for interior
room, the fact that it was only available with
three doors must have hampered its appeal.
Expecting some of the Proceeds visual
zing to be lost along with the prex, I was
stunned when the 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
LOGBOOK
KIA PROCEED GT
Price 22,495
As tested 22,495
Miles this month
1038
Total miles 6050
Our mpg 29.5
Ofcial mpg 34.9
Costs None
Fuel this month
202.91
Ups More doors makes more sense
Downs Little more money
Kia Proceed GT by Chris Chilton
Month 6
in the back (in which case, buy a proper
sports car, you clown) theyre worth every
penny. Im sure some geeky test would reveal
the Ceeds shell to be 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 youve 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 doesnt seem to
affect the amount of straightline go, either. Kia
says theyll both get to 62mph in 7.4sec,
which seems pessimistic. Both feel punchier
than that, and although the engine isnt 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
weve been together our GT has rarely
topped 30mpg, as I noted in last months
moan. I knew that my predilection for hoong
down motorways at 90mph was a factor, but
didnt 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 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 Ceeds extra pair of doors do
nothing to address faults like the Proceeds
middling economy gures, they massively
increase its appeal, without taking anything
away whatsoever. So to sum up, if youre
thinking of buying one of these hot Koreans,
wed advise not to proceed with the
three-door car, which must cede superiority
to its ve-door sibling in the nal reckoning.
Or just buy the greener Golf and I promise to
nish with these below-par puns.
Follow me on Twitter @chrischiltoncar
139 JUNE 2014 I ENJOY A YEAR OF CAR MAGAZINE FOR JUST 29.99! GREATMAGAZINES.CO.UK/CAR
Our Cars
LOGBOOK
AUDI RS6 AVANT
Price 75,500 As tested 86,760
Miles this month 855 Total miles 2392
Our mpg 20.5 Ofcial mpg 28.8
Costs None Fuel this month 239.36
LOGBOOK
C4 GRAND PICASSO HDI 150
Price 26,855 As tested 28,875 Miles
this month 1391 Total miles 4216
LOGBOOK
JAGUAR F-TYPE V6 S
Price 67,520 As tested 76,270 Miles
this month 1152 Total miles 11,373
LOGBOOK
RENAULTSPORT CLIO CUP 200 LUX
Price 19,995 As tested 21,945
Miles this month 245 Total miles 3970
Ups We got free new brakes
Downs as the old ones broke
Ups Im very fond of it
Downs Our relationship is stale
A
T AROUND 2000 miles, the
RS6s brakes standard discs,
not optional ceramics started
juddering. This wasnt a wobble, it was a
brake-disc earthquake. I hadnt been on
track, nor driven particularly hard. Odd.
The great thing about having a new
car is that problems are taken care of,
but its the hassle, the calls, the
disappointment that your car has
broken. I called Peterborough Audi.
Dont 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 couldve 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 havent 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 therell be a recall.
I asked for a full report but, two weeks
on, Im still waiting. Any RS6 owners
with wobbly brakes? Get in touch.
W
HEN 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, Ive 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 weve 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, doesnt 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. Its time to get kinky
Renaultsport Clio
by Steve Moody
Audi RS6
by Ben Barry
Just out of shot is a Renaultsport
marketing man, head in hands
Month 3 Month 9
Ups Its PhD in baggage handling
Downs Still in honeymoon mode
Ups Fancy door handles
Downs That exhaust: too loud?
J
UST 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 wouldnt 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 dont pack the Grand
Picasso so much as tip luggage and
pushchairs in, like lling a skip. Were
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 doesnt allow her quick,
comfortable access to the second
row of seats when the youngest is
having a meltdown, while Im
negotiating the outside lane of the
M4, Ill never hear the end of it
D
O 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 ush within its
anks, the slender handles pop out
when you unlock the car, revealing a
metal nish bearing Jaguar script. And
our car has the 450 Smart Key
System option, which means it cant
direct Ben B towards a McLarens
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 youre
locking up, and it and the mirrors fold
away in unison. Too much? Maybe, but
Jag realises its these little touches that
keep customers entertained, because
the moments we nd ourselves on
empty roads ready to use the F-type as
it was intended are few and far
between. Thats 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.
FollowmeonTwitter @thebenpulman
Citron Grand Picasso
by Stephen Worthy
Jaguar F-type
by 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 12Cs. Or a ladys 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+ BHP
M5 V10 548+ BHP (205 MPH)
X5M / X6M 618 BHP
1M 411+ BHP
M3 E90/92 445 BHP (+DE-LIMIT)
M3 E46 370 BHP (+DE-LIMIT)
F10 520D 221 BHP
F10 530D 296 BHP
F10 535D 358 BHP
335i/135i/X6 370+ BHP (+DE-LIMIT)
123D 252 BHP
330D E90 296+ BHP
320D E90 215 BHP
730D 290+ BHP
X5 4.0D / 740D 370 BHP
X5 3.0D 296 BHP
X6 X50I 4.4 500+BHP
535D / 335D / X5 SD 355+ BHP
M135i Please call for more info
MERCEDES-BENZ
'63' 5.5 Bi-TURBO ALL MODELS 600+BHP
'500' 4.7 Bi-TURBO ALL MODELS 498+BHP
SL65 BLACK 720+ BHP (+DELIMIT)
SL65 AMG 690 BHP (+DE-LIMIT)
'55' AMG KOMPRESSOR 580+BHP
C63 AMG 530+BHP (+DE-LIMIT)
SL63 AMG 560+BHP (+DE-LIMIT,
RE-MAP & LOWER ABC SUSPENSION)
CL600 Bi-TURBO 580+ BHP
SLK55 AMG 389 BHP (+DELIMIT)
SLK 350 328 BHP
220 CDi ALL MODELS 210+ BHP
250 CDi ALL MODELS 259+ BHP
320 CDi V6 274 BHP
350 CDi V6 312 BHP
420 /450 CDi V8 358 BHP
EXOTIC / MISC
FERRARI CALIFORNIA 487 BHP
FERRARI 599 647 BHP
FERRARI 430 525 BHP
GALLARDO 546 BHP
LP560 600+BHP
LP640 707 BHP
MURCIELAGO LP640 707 BHP
MASERATI GT/QPORT 438 BHP
MASERATI GT S / MC 479+ BHP
ALL 2014 MASERATIS Please call for more info
AUDI RS6 4.0 T V8 Please call for more info
AUDI RS6 V10 680+BHP +DE-LIMIT
AUDI R8 V1 592+BHP
AUDI RS4/R8 B7 439 BHP + DE-LIMIT
AUDI RS3 420+ BHP
AUDI Q7/A8 4.2 TDi 400+ BHP
AUDI 3.0TDi (ALL MODELS) 300+ BHP
AUDI S3 / GOLF R 317+ BHP
ALL 2014 RANGE ROVERS AVAILABLE
RANGE ROVER 4.4 TDV8 395 BHP
R ROVER SPORT 3.0D 305 BHP
EVOQUE 2.2 DIESEL 240 BHP
BENTLEY 4.0 T V8 600+ BHP
BENTLEY CGT / F-SPUR (INC 2013) 660 BHP
GT 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.
WE ARE ABLE TO UNLEASH PERFORMANCE FROM SMALL FOUR CYCLINDER DIESEL ENGINES UP TO V12 SUPERCARS:
THE ULTIMATE IN
PERFORMANCE UPGRADES.
AT DMS AUTOMOTIVE
WEVE BEEN UNLEASHING
AUTOMOTIVE PERFORMANCE
FOR OVER 18 YEARS.
DMS 1M (EVO MARCH 12)
THERES 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
DMS 135I (BMW CAR MAY 09)
THE STANDARD CAR IS GREAT BUT DMS HAVE SOMEHOW
MANAGED TO TAKE IT TO THE NEXT LEVEL
DMS 997 TURBO 3.6 (EVO SEPTEMBER 08)
ITS EPIC, HILARIOUS AND ADDICTIVE IN EVERY GEAR,
YET DOCILE WHEN CRUISING
DMS 997 TURBO 3.8 PDK (EVO JUNE 11)
DELIVERY IS ALMOST UNCOMFORTABLY FORCEFUL
PORSCHE
997 TURBO/S 3.8 INC PDK 611 BHP
997 TURBO 3.6 625+ BHP
997 GT2 RS 670+ BHP
996 TURBO/GT2 600+ BHP
997 CARRERA S PDK 400+ BHP
997 CARRERA S 376+ BHP
997 CARRERA PDK 368 BHP
997 CARRERA GTS 435 BHP
997 GT3 UP 436 BHP
BOXSTER 3.4S 336+ BHP
CAYMAN S 342 BHP
CAYENNE GTS 440 BHP
CAYENNE TURBO 4.5 565+ BHP
CAYENNE TURBO 4.8 578+ BHP
CAYENNE TURBO S 4.8 600+ BHP
CAYENNE 4.2 DIESEL 450+ BHP
CAYENNE DIESEL 300+ BHP
PANAMERA TURBO 600+ BHP
PANAMERA DIESEL 305+ BHP
WORLDWIDE OFFICES AND
INSTALLATION: UK IRELAND EUROPE
USA ASIA AUSTRALIA S.AFRICA
WWW.DMSAUTOMOTIVE.COM
UK: 0845 850 1845 INT: +44 845 850 1845
E: [email protected]
/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 dont 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 youll be driving anyway
S 146,035 4.9 190 550 457 19.9 332 ++++
A1
A U D I
Is Minis 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 its 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 thats 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
its 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 reps 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 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
cant 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 + cabs 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 ugly
GBU
THI NKI NG MAN S CAR BUYI NG GUI DE. I F I T S NOT I N HERE DON T BUY I T
FERRARI 458
WALK AWAY (WALKINGS 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 replacements 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 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
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 denitive 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 EfcientDynamics 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 boxers 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
Carbonbre city slicker is the rst mainstream
electric car youll actually 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
BMWs 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 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 its 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
Were annoyed that it exists, but one drive and
youre smitten. Prepare never to be let into trafc
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? Youll 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 Veyrons
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
Citron 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
Citrons Mini-wannabe is surprisingly fun to drive,
but wed 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
Citron 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 Frenchies range. Rened
long-distance machine. Tourers 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 comfort
LB FT
332
442
553
s nose and iffy ride comfort
MPH
155
155
155
xers nose and iffy ride comfort
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. Fiats 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
dogs 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
Doesnt drive or feel much like a Ford. Why? Its 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. Dont
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. Dont 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 Ovals 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. Theres 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 cant 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 itd
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 carmakers
styling, but its 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 + 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 its 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 nally take on Mondeo Man. Quality and
renement 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 trafckers 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 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 Vengas sibling is a roomy Meriva rival with a
typical Hyundai lack of 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 and ake on Mondeo Man. Quality and
nement falls short, but only by a whisker
ake on Mondeo Man. Quality and
nement 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
T
H
E

G
O
O
D

T
H
E

B
A
D

&

T
H
E

U
G
L
Y
G
B
U
iX35
Hyundais best car is a Kuga-like soft roader thats
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 youd 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 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 Jags 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
Americas answer to Landie Defender is roomier,
more rened 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 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. Its 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 cars 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 doesnt 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 LRs 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. Rened, 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 Priuss poor ride, foul styling
and 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 rened 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 RXs 145g/
km CO2 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 its 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 Maa 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 theres 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 its 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 its a ne steer. Mazdas 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 isnt 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 worlds 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 drivers 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
T
H
E

G
O
O
D

T
H
E

B
A
D

&

T
H
E

U
G
L
Y
G
B
U
B-CLASS
Polishes the Mk1s 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 farmers 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 BlackSeries 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 its an E-class, but theres 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. Youll 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
Cayennes 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 Mercs
Range Rover, but youre 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 sacrices 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 its 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 thats 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 doesnt 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
CARs old marketing manager bought one. Didnt
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 its 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 horric
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 renement
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 youll give it if youve 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 its 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 worlds 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 rened 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 911s
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
Whos 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 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
Dont even bother now the hot RS has been
canned. Cooking 1.2 isnt 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 theres 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 worlds 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
Seats bite of the Up/Citigo cherry. Meaning its
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 rened and with a smarter cabin,
its no longer VW Polos 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 theyre
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
T
H
E

G
O
O
D

T
H
E

B
A
D

&

T
H
E

U
G
L
Y
G
B
U
CITIGO
S K O D A
Beats its VW and Seat brother on price. Youd
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 its 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 its
light, sharp to drive, and rened. 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 its 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, youll 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 companys 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 its 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 thats 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
isnt 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
Suzukis 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 Vauxhalls 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 well 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/Citron C1.
Big on fun, short on renement
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 youd 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, rened,
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 were still too
comatose from driving it the 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
Toyotas 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
Lutons 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 Nrburgring 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, its 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 cant cut it with Focus and Golf,
but GTC coupe can its 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
Vauxhalls 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
Vauxhalls 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 its 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-rened and good
to drive. Surprise surprise, its 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 arent 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 doesnt 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 terring 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 didnt 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
Ofcially 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 RRs 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
T
H
E

G
O
O
D

T
H
E

B
A
D

&

T
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U
G
L
Y
G
B
U
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 BOVENSIEPEN
Managing Director Alpina
KW clubspor t
BECAUSE WE DONT DRIVE
JUST ANY CAR
w
w
w
.
M
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d
i
a
T
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l
.
b
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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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I
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I
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I
A
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AHE 2N Ahern
ALD 3N Alden
ANH 4R Anhar
ARII 0TT Arnott
ATII ACK Attack
AUS 773N Austen
BAL 7IC Baltic
BAM 83R Bamber
I3 ARD Bard
B473 S0N Bateson
BAT 77IE Battle
BAY 70N Bayton
3 EAD Bead
B34 N0S Beanos
B34 RDS Beards
BEA 73R Beater
BEG IIM Begum
B3I T0N Belton
B3II DER Bender
83 NN Benn
I3 ENT Bent
BE55 ELL Bessell
BI6 C0W Big Cow
BI6 DAY Big Day
BI6 FAX Big Fax
694 B0A Boa
B0B IIIE Bobbie
B00 555H Boosh
B0S 706K Bostock
B055 WEL Boswell
B0II GHT Bought
B0U I73R Boulter
B0W 73R Bowyer
8 0XY Boxy
DC5I B0Y Boy
MRI3 0YD Boyd
BI24 CEY Bracey
BRA 555S Brass
B2I ERS Briers
BRII KER Broker
BI20 0ME Broome
BUII ARD Bullard
BUN 70N Bunton
KBU 5H Bush
C4 DET Cadet
C4I2 NEY Carney
CHA 2D Chard
CHA I2M Charm
CHII EER Cheer
CHI3 UNG Cheung
CHI3 FFF Chief
CIII NDY Cindy
CI07 HES Clothes
II C0D Cod
60 HEN Cohen
60 LE Cole
C0II GAN Colgan
600 P Coop
C0I2 ALS Coral
6 0RK Cork
C0U 2T Court
786 C0W Cow
CRA 88E Crabbe
C24 NKY Cranky
CRE 3D Creed
CUT 73R Cutter
DAG 93R Dagger
D4 NBY Danby
D4 NN0 Danno
DAW 83R Dawber
D4 YES Dayes
DEII HAM Denham
DEN I55E Denise
DEN I58N Denison
DEII YER Denyer
DEX 70N Dexton
DI8 LEY Dibley
DI0 LLS Dolls
DI2 AGE Drage
DRA 93R Draper
DUI2 ANT Durant
DUI2 BAN Durban
DUT 50N Dutson
34 RTH Earth
34 VES Eaves
EDM 4N Edman
ELD 23D Eldred
ELL 4M Ellam
ELV IIN Elvin
EME I2Y Emery
ENN IIS Ennis
ETII ELS Ethel
3 VAN Evan
EVE 237T Everett
EVE 270N Everton
FAC 7S Facts
FAII DER Falder
FAII 0UT Fallout
FAI2 REN Farren
F34 STY Feast
FIII NCH Finch
FI ESH Flesh
F0R 63T Forget
F0X 70N Foxton
FI28 NCH French
GAR 20D Garrod
GII BEY Gilbey
6I NN Ginn
GI SBY Gisby
GI0 0LD Gold
G0V 3R Gover
RGR 4Y Gray
G233 NER Greener
G236 S0N Gregson
GWE IIT Gwent
H4II 0WS Hallows
HAII C0X Hancox
HAII SEN Hansen
HAS 54IL Hassall
HAS 5IE Hassle
HAS 7E Haste
HAY I3S Hayles
H42 ARD Hazard
HEA IE Heale
H347 HER Heather
HEII ERS Heller
HEW I77T Hewitt
H0L 647E Holgate
H0II LER Holler
H0I2 0YD Holroyd
H0II 0UR Honour
H0R 5I3Y Horsley
H0W 4T Howat
HUII ACE Hull
HUII AND Hulland
HUM 83R Humber
HU6I LER Hustler
HUX I3Y Huxley
HYII T0N Hylton
I55 LER Issler
JAII 0PY Jalopy
J422 ETT Jarrett
J0K 6S Jokes
J0L IIIY Jolly
KAII SAR Kausar
KEII Y0N Kenyon
K357 REL Kestrel
KEY 2 Key
LAM 832T Lambert
LAR 6E Large
LAR 635T Largest
L42 NER Larner
L42 SEN Larsen
L4 TCH Latch
L47I MER Latimer
LAW 339 Law
LAW 2IE Lawrie
L3 AKE Leake
L34 VES Leaves
L0I4 DER Loader
L0D 6E Lodge
L0N 3R Loner
L0V 3IL Lovell
LUD I4M Ludlam
LUII ACY Lunacy
LYD IIIA Lydia
MAD 6E Madge
M466 0TS Maggott
M8I0 NEY Maloney
MAII TBY Maltby
M42I ENE Marlene
MA55 EUR Masseur
MAS 55IE Massie
MAS 7IF Mastiff
M444 TES Mates
MAW I3Y Mawby
MAW 3R Mawer
MC63 0WN McGeown
MCL 4IR McLair
MED 4IS Medals
MEII L0N Mellon
MEL 70N Melton
MEII SAH Mensah
M355 AGE Message
MES 53R Messer
ME5I C0W Messy
M00 2E Moore
M0P 555Y Mops
M0R 370N Moreton
KM0 5S Moss
M0II LDS Moulds
M0U 55E Mousse
MUII S0N Munson
MUS I64L Musical
MU57 ARD Mustard
MUT I69 Mut
MUT 7I3Y Mutley
NAL 50N Nalson
NAN 5 Nans
NEI4 LES Neale
NEV IIIN Nevin
DI2 NEW New
NEW 4IL Newall
NEW 80N Newbon
N0I4 KES Noakes
426 N0D Nod
N0L 44N Nolan
N0R 832T Norbert
N0R 770N Norton
NUT 73R Nutter
NUT 7Y Nutty
0RA 70R Orator
0RG 45M Orgasm
0RG I85 Orgies
P4 CEY Pacey
PAN 555Y Pansy
PAR 20T Parrot
PAS 60E Pascoe
PAV 3Y Pavey
PAX 770N Paxton
PEA 2S Pears
P34 RSE Pearse
P36 LER Pegler
PEII DER Pender
PEX 70N Pexton
PHII NES Phones
PI4 GUE Plague
PIII UME Plume
P0II DER Polder
P0II AND Polland
PI00 RCH Porch
PRA 7T Pratt
P23 TTY Pretty
REII DLE Rendle
RI02 DAN Riordan
RI0 ACH Roach
I2 0BY Roby
R0C IIA Rocha
R0II ERX Roller
R0N 4ID Ronald
R00 II3Y Rooney
20 XY Roxy
RUS 77Y Rusty
SAII CES Sauces
S4 YLE Sayle
S34 NCE Seance
SEP 96 Sep
S37 TER Setter
SHII GGY Shaggy
SII4 UNA Shauna
SHII RTS Shirts
SHU 7E Shute
SI3 RRA Sierra
SKE 76H Sketch
SI ACK Slack
5 0LE Sole
S0II YAS Sonya
S0P 3R Soper
S0U 74R Soutar
S0U 77H South
SPI2 ATT Spratt
S74 MPS Stamps
S7I LES Stiles
ST0 6K Stock
STI2 ANG Strang
STR 44W Straw
STR 444Y Stray
T4 R0T Tarot
TES 73R Tester
TII4 NKS Thanks
TIII KKA Tikka
70 YE Toye
TRE I3IE Treble
TU5I CUN Tuscan
T7 S0N Tyson
V4I2 LEY Varley
VEI2 N0N Vernon
VER 50S Verso
V0II LEY Volley
V40 U0L Volvo
VI0 WLE Vowels
VUL 64N Vulcan
W4 CK0 Wacko
W8 LKY Walk
WAII ETT Wallet
WA5I SAL Walsall
BWA I5H Walsh
W4I2 NER Warner
W4 TES Wates
W33 WEE Wee Wee
W3II NER Weiner
W3I SBY Welsby
W3I T0N Welton
WES 70N Weston
WII ALE Whale
895 WHY Why
WI3 RD0 Wierdo
WIII NES Wines
WI00 RTH Worth
W0I2 T0N Worton
W2I6 LEY Wrigley
YAP 37 Yap
YEL 85 Yel
YEII 0WS Yellows
Y0U II6S Young
B00 77Y
Boot
LYN 4M
Lynam
REN 70N
Renton
HAM I3T
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GI AND
Gland
WEII FED
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Registration Transfers Limited, 139 High Street South, Dunstable, Bedfordshire LU6 3SS All transfers are subject to a DVLA fee Some prices and/or DVLA fees are subject to VAT Calls may be recorded E&OE
Full transfer service & free advice
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AFTERMARKET To advertise in this section please call Claire Meade Gore 01733 366310
We Buy & Sell The Finest Pre-Owned Watches
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4 & 5 Royal Arcade, 28 Old Bond Street
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*Depos|t L4,BB9. Pr|ce snown |s for a 4B montn Contract H|re agreement for a BMW 520d M Sport Sa|oon, w|tn a contract m||eage of 40,000 m||es and excess m||eage cnarge of 9./5p per m||e. App||es to new ven|c|es ordered between
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H|re ava||ab|e subject to status to UKres|dents aged 1B or over. Ouarantees and |ndemn|t|es may be requ|red. erms and cond|t|ons app|y. ffer may be var|ed, w|tndrawn or extended at any t|me. H|re prov|ded by BMW l|nanc|a| Serv|ces OB)
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WE WANT TO BUY YOUR ROLEX
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AFTERMARKET/INSURANCE To advertise in this section please call Claire Meade Gore 01733 366310
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Greatness eluded
Alex Zanardi in F1.
But he achieved it
here, at London 2012
1 6 2
3
4
8 10
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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
Nrburgring 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 BRUNDLE
At the 1996 Australian GP
Brundle launched his Jordan into
a spectacular rst-lap barrel roll,
snapping his chassis in two. Only
too aware that time was running
out to t 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 GARLITS
Big Daddys 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 COULTHARD
Cheating death in a plane crash
isnt 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
nished second.
5 AJ FOYT
As comebacks go, its hard to top
winning the Indy 500 twice despite
being declared dead. But thats what
Foyt did, a track doctor having almost
called for the coroner after a horrendous
end-over ip at Riverside in 65.
6 ALEX ZANARDI
Former 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 NUVOLARI
TNs race history is littered with crazy
post-crash comebacks on both two-
and four wheels. But Nuvolari didnt
bother waiting to recover before
getting back on track. After one bad
smash and with a leg in plaster, he had
his car modied so he could operate
all three pedals with one foot.
8 JOHNNY HERBERT
During a potential championship-
winning year in F3000, a horric
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 rst outing.
9 MIKA HKKINEN
At Australia in 1995, a tyre failure
forced the Finns 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 WEBBER
Flipping 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 comebacks
They refused to let small matters such as being declared dead,
losing limbs or fatal plane crashes stop them racing. By Chris Chilton
Top10
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