BMW X4

The BMW X4 is a downsized version of the divisive X6 coupe-SUV taking aim at the Porsche Macan and Range Rover Evoque.

 

When BMW released its large X6 off-roader its looks divided opinion, so with the firm copying that car’s coupe-SUV design for its downsized X4, BMW has yet another controversial car on its hands.

The X4 is based on the same platform as the more conventional X3 4x4 and shares that car’s range of engines, too. This means there isn’t actually a petrol-powered version available – the X4 is offered with a choice of either a 2.0-litre turbodiesel producing 187bhp, or two different 3.0-litre diesels with either 254bhp or 309bhp on tap.

There’s a choice of manual or automatic gearboxes for the smaller diesel engine, while the two 3.0-litre units are only available with BMW’s eight-speed Sport automatic transmission. To reinforce the X4’s off-road potential, all cars get four-wheel drive as standard.

Like the engine range, the trim line-up is compact, with just three different models to choose from – SE, xLine and M Sport. Prices start from £36,895 for the entry-level X4 xDrive 20d SE, and while this is quite a bit more expensive than rivals such as the Range Rover Evoque, equipment levels are good.

All X4s get 18-inch alloys, automatic air conditioning, heated leather seats, cruise control, DAB radio, parking sensors and sat-nav fitted as standard.

The next rung on the X4 ladder – xLine – adds a few extra styling tweaks, sports seats and different 18-inch alloys, as well as an automatic gearbox and BMW’s Driver Performance Control system if you opt for the 30d model. It costs £1,500 more than the base SE version.

Top of the range M Sport trim costs £1,500 more again and adds 19-inch wheels, an M Sport bodykit and sports suspension. Although the looks might not be to everybody’s tastes, this extra styling helps the X4’s image, as BMW is marketing it as a Sports Activity Coupe.

Of course, like any BMW, you can dip heavily into the options list to tailor your car to exactly how you want it. Expect to pay plenty more on top of the purchase price if you do though.

Our choice: BMW X4 xDrive 20d SE

BMW’s ever-expanding range means no niche is left unfilled, while the brand isn’t afraid of creating new ones. For the X4, it’s revisited the formula it used for the X6: taking an SUV and changing the roofline to create what the company calls a Sports Activity Coupé.

However, while the X4 fits a marketing niche, in the metal the styling is less successful than the X6’s. Where the latter looks brutish and imposing when compared to the X5, the differences between the X4 and X3 are more restrained – partly due to the X4’s smaller dimensions.

Although the newcomer is 14mm longer and 36mm lower than its sibling, the muscular curves, arcing roof and bulging wheelarches look squashed compared to the bigger X4.

The roof drops steeply to the tail, but overall the X4 looks more like an SUV hatch than a coupé. One reason for this is the lack of frameless windows, like those on the X6. This gives the X4 less of a coupé feel when you open the doors. The sloping tailgate creates awkward proportions, too. At the rear it looks at odds with the car’s raised ride height.

Climb inside and things improve considerably, but that’s because the X4 has an identical cabin to the X3. This means an uncluttered layout and BMW’s excellent iDrive control system, while sat-nav is standard across the range. The interior feels upmarket and is well finished.

The minimal labelling on some of the buttons might take a bit of getting used to, but the quality of the materials is first class, with soft-touch plastics, soft leather and classy metal trim throughout.
Though BMW has gone to the trouble of creating a new xLine trim level for £1,500 more than a standard SE X4, you could be forgiven for wondering why it’s bothered to. Not only are the xLine’s bluff chrome body additions rather subtle, but the £3,000 pricier M Sport trim will account for a whopping 55 per cent of UK sales, with the entry-level model making up much of the rest.

The top-spec car incorporates the usual BMW M Sport fare of large air intakes in the bodykit, upgraded alloy wheels and a needlessly thick steering wheel rim inside. It also adds more supportive seats for the already excellent driving position, and a plenty of ‘M’-badged trinketry.

BMW offers two six-cylinder diesel engines in the X4 in the UK, and one solitary four-cylinder diesel, which is also the only X4 available with a six-speed manual gearbox.
Otherwise, the X4 is fitted with an excellent eight-speed automatic gearbox, and all versions get rear-biased all-wheel drive, which can send up to 100 per cent of torque to either axle in a matter of milliseconds should the stability control demand it.

Though the entry-level X4 20d’s four-pot frugality means BMW expects it to swallow 65 per cent of UK sales, the lustier 30d and 35d six-cylinders are more tempting, thanks to effortless pace and a better balance of appealing on-throttle burble and quieter cruising.

The 254bhp X4 30d offers all of the grunt you could realistically need – the 0-62mph sprint takes just 5.8 seconds, according to BMW’s claims, with an on-paper fuel economy figure of 47.9mpg. The X4 30d’s case over the more powerful X4 35d is enhanced by its large price tag undercut of £5,130.
 The BMW X4’s strongest hand is certainly the imperiousness with which it tackles a winding road. Its standard-fit xDrive all-wheel drive system gives almost unimpeachable traction, and it inspires huge confidence in the bends.

With BMW’s Driver Performance Control there’s also a selectable Sport mode that gives the steering extra weight, sharpens the throttle response and quickens up the gearshift times on automatic models for a more engaging drive. It’ll also stiffen up the suspension if you specify BMW’s optional Dynamic Damper Control feature.

Add into the mix a lower centre of gravity and a revised suspension setup versus the already sorted X3 and you’ve got a genuinely entertaining, involving SUV. It’s the brakes that let the dynamic side down, feeling weedy and underpowered when repeatedly asked to slow almost 1,900kg of hard-charging crossover.

We’d also like more communication through the steering, which is accurate and keenly weighted but lacks feel compared with Mercedes’ best efforts.

Despite the X4’s all-wheel drive capability, don’t expect the car to venture far off-road. Especially in M Sport trim, chunky bumpers and low side skirts limit ground clearance, and the big wheels and road-biased tyres mean a muddy track is about as much as the X4 can conquer.



Seeing as the X4 is based on the X3, you can expect it to perform as well as its sibling for reliability. All of the running gear is identical, so it’s tried and tested, and technology such as the standard sat-nav should be reliable, too.

The X3 finished a respectable 12th in our most recent Driver Power survey, although it was the fourth-placed SUV behind some more mainstream models. Owners gave it good scores across the board, especially praising its performance and ease of driving.

The X3 has a five-star Euro NCAP rating, and the X4 should be no different as it features the same range of safety kit, including xenon lights, tyre pressure monitor and six airbags.

The BMW X4 puts polarising looks and wieldy handling far higher up its priority list than practicality, so if you’re after a spacious family SUV, look to the X3 instead.
At 500 litres, the X4’s boot is 50 litres smaller than the X3’s with all five seats in place. With the split-folding rear bench stowed, its 200 litres smaller at just 1,400 litres.

It’s all as a result of that sharply raked rear window and high loading lip, which makes the space less useful than more conventionally shaped SUVs. It also seriously impedes rear visibility, so manoeuvring this still sizeable SUV in tight spaces can be tricky, although there is a £330 reversing camera or a £530 surround-view camera on the options list to help out here.
The sloping roof doesn’t hamper rear headroom too seriously unless you’re attempting to seat an adult on the slightly raised central rear seat.

Only turbodiesel X4s are available in the UK, which offer a healthy blend of punch and frugality. However, X4 buyers will struggle to justify the premium over the roomier X3, which uses the same powerplants.

Due to its very heavy circa-1,900kg kerbweight, the X4 could chew through brakes and tyres at an accelerated rate, too. However, if you’re paying the extra for the X4’s sharper drive, that’s unlikely to be a deal breaker.

There’ll be no hybrid X4, so the most eco-friendly version will remain the cheapest to buy: the X4 20d. BMW claims it’ll achieve up to 54.3mpg if you splash out on the brilliantly calibrated eight-speed automatic gearbox (it’s a £1,515 option), and emit a respectable 138g/km of CO2 – that’s almost 20g/km less than the next cleanest X4 in the range, the 30d.

The X4’s Driver Performance Control also has an EcoPro mode to reduce fuel consumption, with a useful icon on the gauge cluster to show how much fuel you’ve saved while in this setting.
However, the X3 features all this technology, too, and despite the X4 having a slightly sleeker silhouette than its sister car, its eco-figures are no better than the X3. The more conventional BMW is also cheaper to buy, more practical, and offers an even more accessible X3 18d rear-drive version that the supposedly more high-end X4 does without.

In any rational terms, the X4 is very difficult to justify given the X3 is already the best-in-class handler for a mid-size SUV.

New BMW M135i 2015 facelift

The BMW M135i brings M car thrills to the hot hatch segment. Does it feel all the more desirable in 2015 facelift guise.

 

Considering the level of performance, usability and engagement you really do get a lot of car for your money with the M135i. The powertrain and rear-drive chassis combination make it unique in the sector and one of the best to drive. However, with such a rich pool of talent in the hot-hatch class, the M135i isn’t quite the perfect proposition it once was.  

If driver involvement and excitement is what you value above anything else in a hot hatch, then the BMW M135i has been the go to option since it was launched in 2012. This moderately updated version has received minor mechanical tweaks and a well overdue exterior makeover, but is it enough to keep the likes of the VW Golf R and Audi S3 at bay?

Against such rivals, the BMW is able to play a number of trump cards. Firstly, its more direct rear-wheel drive chassis means it keep its USP in the hot hatch arena and whereas the Audi and VW both use 2.0-litre four-cylinder engines, the BMW comes with a sonorous 3.0-litre turbocharged six-cylinder engine up front.

For the revised model, BMW has transplanted the uprated 322bhp engine from the drop-top M235i, so there’s 6bhp more than before without any affect on the claimed 35.3mpg economy figure.'

The engine remains turbocharged, but you wouldn’t know it. Pile on the revs and it spins progressively all the way to 7,000rpm with ever-increasing shove towards the top end. The maximum torque of 450Nm is available from only 1,300rpm, so a boot of throttle at crawling pace in third gear will see you pick up pace without breaking a sweat. And it sounds fantastic. There is some exhaust trickery going on, with noise pumped into the cabin via the speakers but its very well executed.
 

As standard, BMW will fit three pedals and a six-speed manual gearbox and we see little reason to change that. Okay, so the auto is marginally quicker from 0-62mph at 4.9 seconds – a 0.2 second advantage over the manual – but there’s a far greater sense of connection with a gearlever in your left hand. The shift may be a little springy and a touch too light but on the whole it’s accurate and works beautifully with the rear-wheel drive chassis.

And the faultless setup extends beyond rear-wheel drive and a manual gearbox. Weight distribution is perfect 50:50 front to rear, so no matter how enthusiastic you are with the throttle the M135i never feels uncontrollable or out of its depth. It hits an absolute sweet spot with the amount of power, adjustability and balance, enabling you to really use all it can offer without fear of the back end breaking away.
 

We could do with some more feel through the steering wheel – a common complaint with modern cars - but the chunky leather clad rim sits perfectly in your hands. On longer drives its forgiving and placid nature when you’re just sailing along with the adaptive dampers set to comfort is a real plus, too. 

  Key specs

• Price: £31,725
• Engine: 3.0-litre 6cyl turbo
• Power: 322bhp
• 0-62mph/top speed: 5.1s/155mph
• Economy/CO2: 35.3mpg/188g/km
• On sale: Now

New Jeep Renegade 2015

The Jeep Renegade is an interesting newcomer to the fastest-growing sector in the world. With the Renegade, Jeep didn’t want to water-down its heritage so it's a crossover that’s brilliant off-road - but average on it. If heading out of bounds is your thing, then look no further, but we suspect the Renegade is just a little too skilled in one department.

Famous for producing large and very capable off-roaders, the American Jeep brand will add a number of new models to its range over the next three years to finally take on the Europeans head-to-head. And leading the charge is the Renegade, a brand new entry-point to Jeep ownership.

Using the new Fiat 500X as its base, the new Jeep enters the fiercest and fastest growing model sector in the world – the compact crossover segment, dominated by the likes of the Nissan Juke, Renault Captur and Audi Q3. But while this marketplace is home to crossovers designed with the King’s Road in mind rather than the Cairngorms, Jeep is keen to reverse this trend. It’s throwing its near 70-year heritage at the little car and endowing it with best-in-class off-roading ability. There’s even a special Trailhawk model designed to take on genuinely challenging off-road trails.

 
We got behind the wheel of the car set to lead Renegade sales in the UK – the mid-spec Limited fitted with a 2.0-litre diesel engine and four-wheel drive. First impressions are good; the Renegade’s boxy styling looks different from more curvy rivals like the Nissan Juke and Vauxhall Mokka, even bearing a striking resemblance to a Hummer, but one that’s shrunk in the wash.

It’s large too – it’s almost the same size as Nissan’s Qashqai from the class above and this translates to a roomy cabin. Up front the driver and passenger sit far away from each other; in the back, there’s loads of head and legroom and the boot space is almost on par with the Skoda Yeti – there’s 351 litres with the seats up which swells to 1,297 when they’re folded. The cabin’s build quality is decent enough but cheap-feeling in places. Limited is well-equipped, though as it comes with sat-nav, dual-zone air con and DAB.

Inside, the climate control dials and central 6.5-inch touchscreen are recognisable Fiat parts bin pieces, but that’s alleviated by a massive dose of Jeep ‘Easter eggs’. Logos of the Jeep grille, a bold ‘Since 1941’ motif and even a ‘mudsplat’ instead of a redline in the tachometer all inject – slightly clunkily – some quirky appeal.

Beneath the garnish, the cabin has a few foibles however, like the seat headrests which don’t adjust high enough causing them to dig uncomfortably into your shoulders. While the top of the dashboard you never touch is all squidgy plastic, the materials around the centre tunnel that you’ll feel every time you release the parking brake are hard and scratchy.

And though the boxy shape and its wide-opening doors offer plenty of room front and rear for a medium-sized family, the thick pillars mean visibility is dreadful. Add in slow steering and you’ve got a little car than manages to feel rather cumbersome and unhelpful around tight urban streets.

If you’re a fan of the chunky looks but don’t need to climb mountains and ford streams on your way to work, you can just buy a regular front-wheel-drive Renegade instead. In total, Jeep will offer a staggering 16 different powertrain variants of the Renegade, including three different four-wheel drive systems, an automatic gearbox, a manual and a twin-clutch transmission, and in the UK, three engine choices.

On the move and the 140bhp 2.0-litre is a strong and quiet performer with 0-62mph taking a respectable 9.5 seconds, and returning 55.4mpg and 134g/km of CO2. However, the boxy shape increases wind noise and the ride is bouncy.

The Renegade’s party trick to trump rivals is its auto 4x4 system that switches between two- and four-wheel drive and it’s impressive off-road upholding Jeep’s rugged reputation. But we can’t help but feel it’s a little too focused on going off-road – an activity most small crossover buyers aren’t interested in. We’d go for the 2WD 1.6 diesel in Limited spec saving £2,500.

There’s no doubt the Renegade is an interesting alternative to other compact crossovers, but while some rivals are stronger in all areas, the Renegade will appeal to those who want to buy into the Jeep lifestyle.

 
Key specs

• Price: £25,395
• Engine: 2.0-litre 4-cyl, turbodiesel
• Power: 140bhp
• Transmission: Six-speed manual, four wheel drive
• 0-62mph: 9.5 seconds
• Top speed: 113mph
• Economy/CO2: 55.4mpg/134g/km
• On sale: Now

Skoda Fabia Estate diesel

The Fabia Estate is even more of a capable all-rounder than the hatch, as there's no real compromise in terms of driving to counter the extra space. A high quality interior, strong equipment list and low running costs are also a bonus. We'd steer clear of the pricey 1.4 TDI unless you do big miles, as there's better value to be found lower down the range.

Supermini estates like this new Skoda Fabia Estate aren't too common these days. Renault and Peugeot won't be replacing the old Clio Sport Tourer and Peugeot 207 SW in the UK, and other than the arguably more budget-focused Dacia Logan MCV and ageing Seat Ibiza ST there isn't much else on offer. That means this third-generation Skoda Fabia estate is almost flying solo in its class.

Skoda has offered a more spacious Fabia since the first-gen model fifteen years ago, and this version is definitely a more grown-up affair than before, in both size and appearance. From the B-pillar forwards it's the spitting image of the latest hatch, but in profile it has the look of a shrunken Octavia Estate. It can be bought in bright paint schemes that help it stand out, but the deliberately boxy styling emphasises practicality over style.

 
That's proven when you open up the rear hatch to find a huge 530-litre load space. That's 25 litres more than the old car, and significantly larger (with the seats up) than a Ford Focus estate, with a useful 1,395 litres once the seats are folded down.

The longer wheelbase (aided by the new MQB-based platform) also means generous leg and headroom even for six-footers in the back. It's impressive how Skoda can package all that into a relatively small footprint. Our car also came neat little touches, like a £65 'Simply Clever' package that adds useful stowage compartments around the cabin, and a handy bike carrier in the boot for £180.

Like the exterior, the cabin won't knock you senseless with design flair or plush materials, but it's solid, decently classy and is a lot more logically laid-out than some superminis. Look with intent and you'll spot where Skoda has reduced costs over its VW Polo sister car, though, with some cheaper materials.

With a sizeable load bay over the rear axle you could expect a loss in dynamic ability compared to the hatch. But everyday driving you'll quickly forget you're in the load-lugger, and its only in hard cornering that you can feel a little extra body roll and weight transfer.

The ride is still composed and smooth over the worst our roads can throw at it, the steering is light yet accurate, visibility is good and it's a doddle to drive in any situation. There's no noticeable penalty in terms of wind noise either, and only a fraction more road roar from behind.

In fact the only intrusive noise we encountered came from under the bonnet. Our car came with the VW Group's familiar three-cylinder 1.4-litre TDI diesel, which produces a modest 89bhp but a healthy 230Nm of torque. It hustled the Fabia along at a decent speed, proving punchier than the figures suggest and managing over 60mpg in mixed driving. But it isn't the most refined unit out there and at idle, especially when cold, there's an unwelcome and rattly diesel din. It settles down once up to speed, however.

It's also a pity that Skoda is pushing the Fabia away from true affordability. The range starts at a reasonable £12,460, but our top-spec SE-L test car with a few small options costs a faintly startling £18,780 (£17,385 without the kit).

That's well into Octavia estate territory, despite the impressive kit tally on offer such as keyless go, climate control and the MirrorLink touchscreen infotainment system. We'd opt for the 1.2-litre TSI 90 turbo petrol instead, as it offers similar performance, is more refined, delivers decent economy and is £2,000 less spec-for-spec.

Key specs

• Price: £17,385
• Engine: 1.4-litre 3-cyl turbo diesel
• Power/torque: 89bhp/230Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph: 11.4 seconds
• Top speed: 114mph
• Economy/CO2: 83.1 mpg/89g/km
• On sale: Now

Mazda CX-3

The new Mazda CX-3 enters the crowded compact crossover segment with a sporty yet premium feel.

The new Mazda CX-3 is a compact crossover that’s designed to rival popular models such as the Nissan Juke, Peugeot 2008 and Renault Captur. Based on Mazda’s recently launched 2 supermini, the CX-3 promises to combine rugged looks and a high-riding driving position with penny-pinching running costs.

Unlike many rivals, the CX-3 is available with two and four-wheel drive transmission options. The former promises impressive efficiency, while the latter gives the Mazda a dash of off-road ability and lots of all-weather security.

Buyers have a choice of two engines – one petrol and one diesel – and both promise to be cost effective to run. In two-wheel drive guise the 2.0-litre petrol produces 118bhp and emits as little as 136g/km. A more powerful 148bhp model is available, but comes exclusively with four-wheel drive. A six-speed manual gearbox is standard on all models, while a six-speed automatic is available as an option on diesel models and higher-powered petrols.

Drivers looking to minimize the impact on their wallet should take a close look at the diesel. Using the same 104bhp 1.5-litre unit that debuted in the 2 supermini, this model emits just 105g/km and returns 70.6mpg on the combined cycle in front-wheel drive trim. Opting for all-wheel drive pushes emissions up to 123g/km on manual versions and 136g/km on models fitted with an automatic gearbox.

Thanks to their large capacity, the petrol engines feel responsive at low revs, but they sound harsh when revved beyond 4,500rpm. The diesel responds well from low revs, while its muscular 270Nm torque output results in effortless mid-range acceleration. However, the unit sounds a little gruff when extended.

We’ve come to expect agile and engaging handling from Mazda models – and the CX-3 is no exception. The steering is light but direct and accurate, while the six-speed manual gearbox has a crisp shift action. Body movement is well controlled for such a tall vehicle, plus there’s plenty of grip.

Whichever engine you choose, you’ll benefit from the same sharp exterior styling. The CX-3 is the latest model to be treated to Mazda’s bold KODO design treatment, and takes its cues from the larger CX-5 and the new 2. That means there’s the same bold front grille and mix of daring curves and creases.

Inside, the CX-3 gets the eye-catching dashboard from the 2, complete with a trio of eyeball airvents and a instrument cluster that neatly integrates digital and analogue dials. The cabin is generally robustly built and the switchgear operates with slick precision, while stitched leather effect trim for the dash helps create an upmarket feel.

As with other Mazda models, there’s a choice of SE, SE-L and Sport Nav trim levels. All versions get air-conditioning, alloy wheels, Bluetooth, and a touchscreen infotainment system that includes a DAB radio. The SE-L adds climate control, heated front seats, lane departure warning and autonomous emergency braking, while the Sport Nav gets sat-nav, LED headlamps, a head-up display, keyless entry and a BOSE audio system. Both SE and SE-L models can be specified with sat-nav for an extra £600.

The CX-3 is the latest model to benefit from Mazda’s dynamic KODO design language. Heavily influenced by the brand’s CX-5 and 2 supermini, the CX-3 has a squat and sporty stance the rival compact crossover models can’t match.

At the front is the Mazda’s trademark trapezoidal grille with distinctive, chrome-finished wing insert, while bold curves and creases are cut into the car’s flanks. A raised ride height and black plastic wheelarch extensions help give the CX-3 a rugged edge. Another highlight is the gloss black trim insert on the C-Pillar that helps to create the impression of a ‘floating’ roof.

All models get alloy wheels, body coloured bumpers and a subtle tailgate spoiler as standard, while the SE-L adds eye-catching LED front foglamps and privacy glass for the rear windows. Flagship Sport Nav models are identified by their larger 18-inch alloy wheels and LED headlamps and rear ‘signature lamps, plus the addition of extra chrome for the sills.

Inside, the CX-3 is heavily influenced by the new 2 supermini. For instance, the neatly styled dashboard is carried over largely unchanged, which means you get the same simple layout, eyeball air vents and instrument cluster that combines a large analogue speedometer with digital rev-counter and trip computer. The layout is straightforward and easy to use, plus the switchgear operates with precision. The interior is robustly screwed together and feels well up to the rough and tumble of daily life. Mazda has tried to give the car a premium feel, and the addition of soft touch plastics and stitched coverings for the instrument binnacle help disguise the CX-3’s humble city car roots.

Still, the driving position is comfortable with a commanding view of the road, plus there will be few complaints about the levels of standard kit. Bluetooth, cruise control and powerfold mirrors are all included, as is air conditioning. All models also get a DAB radio as part of the seven-inch touchscreen infotainment system, which can also be accessed using an intuitive rotary controller mounted on the centre console. SE-L models add climate control, heated seats and lane departure warning, while the tange-topping Sport Nav benefits from sat-nav, keyless entry and a powerful BOSE stereo.

Like many recent Mazda models, the new CX-3 benefits from the brand’s efficiency boosting SKYACTIV technological philosophy. Underpinning this approach is Mazda’s commitment to reducing the weight of all its cars, which helps to improve both fuel economy and performance. Mazda is also keen to pursue its policy of ‘right-sizing’ for its engine line-up, meaning it bucks the current trend for introducing small capacity turbo petrol engines.

As a result, the only CX-3 petrol powerplant is a naturally aspirated 2.0-litre unit that delivers 118bhp in standard guise, or 148bhp when fitted to the flagship Sport Nav AWD auto. Regardless of which version you choose, the Mazda still feels a tiny bit sluggish at low revs, but it begins to accelerate strongly as the revs build. Unfortunately, the brisk acceleration is accompanied by a harsh engine note as the revs build towards the redline. On the plus side, the slick six-speed manual gearbox serves-up the sort of snappy and positive shifts we’ve come to expect from Mazda.

The 104bhp 1.5-litre diesel is refined at idle, but a little gruff when extended. Still, it pulls strongly from low revs thanks to peak torque of 270Nm being delivered at just 1,600rpm. This mid-range muscle makes the diesel an effortless and relaxing long distance cruiser.

This impression is backed up the CX-3’s low levels of wind noise and decent isolation of road roar. And while the ride is a little firm around town, where it thumps into potholes, it smoothes out more the faster you go.

Happily, this comfort doesn’t come at the expense of driving fun. As with other Mazda models, the CX-3 has been designed with driver engagement in mind. The steering is well-weighted, quick and precise, allowing you place the car accurately. And despite its high-riding stance, the CX-3 feels far more composed and stable through a series of corners than a Nissan Juke.

It’s not quite as agile as 3 hatchback, but the CX-3 is extremely nimble for a crossover. Two-wheel drive models feel a little more alert and light on their feet than the four-wheel drive models. However, the AWD models boast impressive traction, particularly in slippery conditions.

Mazda has forged a strong reputation for reliability, and that’s reflected in its excellent eighth place finish in our Driver Power 2014 satisfaction survey. The brand’s dealers also scored well, securing 14th overall in the same poll.

The CX-3 certainly feels robustly screwed together, while around 80 percent of its components are shared with the new 2 supermini, which means they should have been thoroughly developed. Furthermore, the 2.0-litre petrol engine has already seen service in the Mazda 3, 6 and CX-5 and has so far not had any significant problems.

Mazda has also worked hard to make the CX-3 safe, and all models get six airbags, stability control and tyre pressure monitoring. The SE-L benefits from the addition of lane departure warning and autonomous emergency braking, while the Sport Nav adds a heads-up display, reversing camera and powerful LED headlamps. Buyers can also add the all-weather security of four-wheel drive, although this electronically controlled transmission is only available in top of the range Sport Nav trim. 

The CX-3’s external dimensions are slightly larger than those of the Nissan Juke, so it’s no surprise to find there’s more room inside. Occupants in the back get a decent amount of legroom, while only the tallest passengers will find the sloping roofline eats into headroom. However, while there are few complaints about the amount of space, the combination of steeply rising waistline and small side windows mean the CX-3 can feel a little claustrophobic in the back.

Opening the tailgate reveals a 350-litre boot, which is four-litres down on the Nissan Juke. The Mazda’s load lip is high, but the boot is well-shaped, plus it benefits from a handy false boot floor that can be lowered to create more space, or raised to make a flat load area when the 60/40 split rear seat is folded.

However, the news is less good when it comes to cabin storage. There’s a decent sized glovebox, but the door bins are small and the centre console houses just a pair of cupholders and a small trinket tray.

By keeping weight down and employing a number of fuel-saving technologies, Mazda has managed to keep running costs for the CX-3 in check. This is particularly true of the 1.5-litre SKYACTV-D diesel model, which in six-speed manual guise offers combined cycle returns of 70.6mpg and emits just 105g/km. Add the optional four-wheel drive transmission and emissions jump to 123g/km, while the addition of an automatic gearbox and AWD pushes the figure up to 136g/km.

The petrol versions aren’t quite as clean, and the standard 118bhp two-wheel drive CX-3 emits 137g/km. Yet while that figure isn’t at all bad for a large 2.0-litre engine, it’s 8g/km higher than the Nissan Juke powered by a 113bhp 1.2-litre turbo.

Our experts haven’t yet calculated residual values for the CX-3, but the success of the CX-5 and 2 supermini suggest that the newcomer should retain between 45 and 50 percent of its new value after three years.

The only real financial downside for the CX-3 is its high starting price. While it’s well-equipped and packs a decent amount of upmarket kerb appeal, the entry-level model costs around £17,600. By contrast, the cheapest Nissan Juke will set you back closer to £13,500. Of course it’s not as powerful, generously equipped or as upmarket, but in this fashion conscious sector of the market it gives buyers the trendy crossover look for less.

Range Rover Sport SVR 2015

The Range Rover Sport SVR is a 542bhp luxury SUV that points the brand in a new high performance direction.

The new Range Rover Sport SVR is some car. It deserves all the success it will undoubtedly achieve in the short term, and in the longer term sets the tone for a whole new way of doing things at the top of JLR. AMG & Co, you have been warned.

The car you are looking at represents a new era for Jaguar Land Rover. It’s called the Range Rover Sport SVR and is merely the first wave amongst a small tsunami of new high performance Jaguars and Land Rovers that will appear over the next few years.

In time, the SVR treatment will be applied much like the RS badge has been at Jaguar, but more liberally, right across the JLR range. Expect an SVR versions of the Evoque surely, plus SVR versions of the new Jaguar XE saloon plus the next XF. And so the list will go on.

For the time being, though, the Range Rover Sport SVR is flying the flag for the new range of high performance JLR products, and fly it in some style it most certainly does. This is a Range Rover that can hit its limited top speed of 162 mph in three of its available eight forward gears (5th, 6th and seventh) having muscled its way to 62mph in a scant 4.7sec en route.

It’s also a car capable of lapping the Nurburgring in a vaguely hilarious 8min 14sec and is, claim its engineers, between 10-15% sharper dynamically everywhere compared with the already tidy Range Rover Sport.

The main areas of development over the standard Sport model centre around the supercharged V8 engine (which now produces a thumping 542bhp and 502b ft of torque), the chassis, the brakes, the interior and the suspension.

The brakes are no bigger than normal but the way in which they are cooled has been significantly improved so that fade, says Range Rover, simply isn’t an issue, not even when lapping the Nurburgring.

Inside, you can pick the SVR Range Rover Sport over its lesser brethren mainly through its bespoke new seats, which are much more heavily sculpted than before, and because of its new machined metal door and dash inserts. In the back there are two more sculpted seats, with an occasional third extra seatbelt available for anyone unlucky enough to be sat in the middle.

The steering and suspension have also been tuned to provide crisper, sharper responses than in the regular Sport model, with alterations to the software of the Dynamic Drive system making the SVR feel much more focused on the road, says Range Rover.

And then there’s the new exhaust system, which has again been tuned to deliver an even naughtier noise than you’ll hear in any current Jaguar, reckons Range Rover. Sometimes claims like that make you wonder, but in this case the sound backs up the claim; the SVR Range Rover Sport emits a harder edged bark pretty much everywhere in the rev range, but never more so than under full throttle at over 3700rpm, with its baffles opened wide so that it can be heard from many hundreds of yards away. And if you don’t want to wake the neighbourhood every time you fire up your SVR, you can simply press a button to keep the exhausts quieter and more civilised. 

On the road the SVR feels instantly more alive but also much more controlled than the regular models. Roll stiffness is approximately 20% up over the regular Sport, but it’s the steering’s extra feel and response that are most noticeable to begin with. Despite weighing only 40kg less than the standard version, the SVR feels immediately more nimble on its feet as a result.

And boy does it go when you put your foot down. Experiencing this kind of acceleration in a car this big, and which still boasts such a majestic driving position, feels ever so slightly surreal to begin with. In any of its drive modes the SVR feels faster than it has any right to considering it weighs as much as it does (2,335kg). In Dynamic mode, however, with the exhausts on full noise and the throttle and gearshift software in their most aggressive settings, it feels like a proper wild animal in a straight line.

Which is why it’s even more surprising to discover that it now has the cornering composure and braking power to match such thundering performance. It even handles pretty crisply for something so vast, with much more precision on turn in compared with the standard RR and, seemingly, twice as much bite from its enormous – but optional – new 22in Continental tyres. The standard wheels and tyre sizes are 21s but, so far, Range Rover is finding that over 80% of orders are being placed for cars with the new 22in wheels. Which is understandable given how good the thing looks on 22s, even if the ride does suffer a touch during the upgrade.

Key specs

• Price: £93,450
• Engine: 5.0-litre V8, supercharged
• Transmission: 8-speed auto, four wheel drive
• Power: 542bhp
• 0-62mph/top speed: 4.7s/162mph
• Economy/CO2: 22.1mpg/298/km
• On sale: Now

Zenos E10S

The new Zenos E10S offers lightweight sports car thrills in a strong challenge to Lotus and Caterham.

If anything, the Zenos E10S has exceeded expectations. How a sportscar company launched less than two years ago can create a genuine alternative to a Lotus or Caterham is anyone’s guess. The Zenos’ grin-inducing nature is obvious when you first clasp eyes on it, with its raw design simplicity mirroring its uncompromising character on the road. It was intended to be good, clean, affordable fun and that’s exactly what it is.

Generally speaking, you have two options if you’re after a lightweight, two-seat sports car; Lotus or Caterham. They share decades of experience in developing undiluted, back-to-basics machines that major on fun but now there’s a new alternative with an impressive pedigree of its own – the Zenos E10S.

Zenos is the brainchild of former Lotus and Caterham bosses, and the E10S is the company’s second production model. It continues in the vein established by the E10, of delivering lightweight, affordable sports car thrills and it has the Lotus Elise S firmly in its sights. 

The E10S sits on the same bespoke part-carbon, part-aluminium chassis as its lesser-powered E10 stablemate but it has the 250bhp 2.0-litre turbo Ford Focus ST engine nestling inches behind your head.

Its appearance is minimalist in the extreme – there’s no roof, no doors and the windscreen is a £1,600 option. This helps it tip the scales at only 725kg. For reference, the hardly lardy Elise S is almost 200kg heavier and has 33bhp less shove.

That makes the E10S quick, seriously quick. Clamber over the low-slung body, sink into the sparse cockpit and you feel perfectly cocooned despite the absence of a roof. The seat slides and the pedal box is also adjustable meaning there’s the perfect driving position for everyone in there somewhere.

Bury the throttle and the semi-slick ZZR tyres bite into the tarmac. If the rubber was any slicker it could go on Lewis Hamilton’s F1 car and it helps catapult you from 0-62mph in less than 4.0 seconds. All the time the digital speedo struggles to keep up as you rip through the next five ratios on the Ford-derived gearbox. The lever is a little tall and the throw perhaps an inch too long but it has a solid action. 

The engine whips all the way to 7,000rpm and despite being turbocharged there are no surprises in its power delivery – it’s predictable and positively linear. Lift off the throttle and you’re treated to heady whistles from turbo and bangs from the exhaust.

It’s a completely all-consuming experience and the lack of distractions in the cabin – two digital read outs and a gear stick is your lot – means you can just get on with what the car was designed to do – drive. 

The Zenos E10S steering wheel is small and cooperates with your every movement, the completely unassisted and perfectly balanced set-up allowing you to dance the car through corners.

Grip from the front-end is strong and there’s a real sense of precision and depth of engineering, but in the wet and on barely-legal road tyres it can become a little sketchy. Without the safety net of ABS or traction control, it’s definitely worth investing in a set of all-weather tyres for road use.

The ride strikes a great balance, being forgiving enough on the road but stiff enough so you can really lean on the car without upsetting its inherent balance. However, if the wind-in your-hair experience is the only thing putting you off, Zenos is also working on a two-door E11 roadster due in 2016. That will have a clip-on roof. 

 
Key specs

• Price: £29,995
• Engine: 2.0-litre 4cyl turbo
• Power: 250bhp
• Transmission: Six-speed manual, rear-wheel drive
• 0-62mph/top speed: 4.0s/150mph
• Economy/CO2: 35mpg/155g/km
• On sale: Now