Mercedes C-Class AMG C63 Estate

Mercedes extends its line of super sports estates with the new C63 by AMG. Can it out muscle the BMW and Audi alternatives?

It's the driving experience that counts most in a car like this, and in just about every dimension you can think of, the C63 estate doesn't disappoint. It's a sensational car to drive that just so happens to boast a huge dose of practicality into the bargain. If ever a car could be worth sixty thousand pounds, this is it.

The estate version we try here costs £61,260 before a single option has been specified. By comparison the equivalent RS4 costs £56,595 while the saloon C63 is also several grand more than the M3 at £60,060.

The good news is; the C63 backs up its lofty price tag with a fairly dazzling array of not just on-paper appeal but on-road ability as well. Its new 3982cc twin-turbo petrol engine produces more power and torque than any of its closest rivals - 469bhp and 649Nm, or 504bhp and 700Nm if you opt for the pricier S version.

But the even better news is that, despite being turbocharged, this new V8 engine is still bursting with personality and suffers from virtually no lag whatsoever - to a point where if you weren't told that it is turbocharged, you probably wouldn't guess. And the ride quality, indeed the entire chassis, steering and suspension system, also works beautifully back here in the UK as well.

It's also fast with a capital F, the new C63, Mercedes quoting a 0-62mph time of just 4.2sec even for the regular estate model. Go for the S saloon and that drops to 4sec dead with zero to 100mph coming up in well below 10sec. All versions are restricted to the inevitable 155mph top speed.

This estate model is big on practicality, too. With 490 litres of space with the seats up, it matches its Audi RS4 Avant rival - but fold the rear seats down and that expands to an Audi-beating 1,510 litres.

As you'd expect from any new AMG, there are numerous different set up alternatives that can be selected manually via the car's dynamic drive program. But in this instance you can tailor the programs individually to suit your needs, or the terrain beneath. So you can select any combination you fancy when it comes to the car's throttle, steering, gear change and ESP system responses. No two C63's will be the same, in theory, when on the move.

The gearbox is an uprated version of the previous C63's not-so-brilliant 7-speed MCT (multi clutch transmission), and in this instance it has been much improved, with sharper downshifts and creamy smooth upshifts (or thumping hard ones if you select Sport +. Either way, it works far better than before.

One slight disappointment is the car's kerb weight. At 1785kg for the estate model you see here, or 1715kg for the saloon, the C63 is almost 200kg heavier than a BMW M3. This has obvious knock-on effects not only when it comes to pure agility - the C63 definitely feels like a bigger machine to muscle about on a UK road - but also on emissions, fuel consumption and even tyre wear in the fullness of time.

Then again, the C63 does feel like a bigger and more grown up kind of car compared with the latest M3, period. Its cabin is both richly appointed, especially so for a Mercedes, and has an extra whiff of maturity to it beside the racier-feeling M3. The moment you climb inside the C63, you know where your money is being spent.

Key specs

• Price: £61,260
• Engine: 4.0-litre V8, twin-turbo
• Transmission: 7-speed auto, rear wheel drive
• Power: 469bhp
• 0-62mph/top speed: 4.2s/155mph
• Economy/CO2: 33.6mpg/196g/km
• On sale: Now

Nissan Navara

 
Pick-up trucks are growing in popularity in the UK – cars like the Nissan Navara provide an appealing alternative to a van if you need space to store work equipment, carry heavy loads but seat passengers in relative comfort. 

The Navara is Nissan’s double cab pick-up version of its Pathfinder seven-seater, and carries over many of that car’s plus points. However, as pick-ups have entered onto the radar of commercial vehicle buyers and those looking for a lifestyle vehicle, more manufacturers have jumped on the bandwagon. As a result, the Navara has to face up to rivals like the Mitsubishi L200, Ford Ranger and our favourite – the Volkswagen Amarok.

Pick-ups have created a popular niche, with enough off-road ability to venture far from the beaten track and surprisingly comfortable interiors at a decent price.

Nissan offers four different trim levels on the Navara: Visia, Acenta, Tekna and Outlaw V6. Prices for the entry-level Visia model start at an affordable £21,995, while the Acenta model will cost £23,995. There’s also a two-door, £22,495 King Cab version available in Acenta spec. Equipment levels on the entry-level Visia trim are fair, with the highlights being air conditioning and Bluetooth.

Acenta spec adds climate control, cruise control and USB connectivity. Add £3,100 for the Tekna model, and although this is quite a jump it brings with it automatic headlights and wipers, steering wheel controls, a 7.0-inch touchscreen with sat-nav, a rear-view camera and heated, leather front seats.

The top-spec Outlaw V6 model is only available with – as the name suggests – a 228bhp 3.0-litre V6 mated to a seven-speed automatic gearbox. At £37,140 it’s quite pricey.

The rest of the range is available with a 2.5-litre turbodiesel producing 187bhp – except in Visia guise where the engine is de-tuned to 142bhp. A six-speed manual comes as standard, and while there is a five-speed auto option, it’s only available on Tekna cars.

Our choice: Navara 2.5 dCi Tekna manual

The Nissan Navara looks identical to the Pathfinder from the nose all the way back to the trailing edge of the rear doors. Then, instead of more bodywork, there's a large, flat pick-up bed. It's a chunky looking machine, and certainly doesn't do anything to hide its sheer size.

All models get 17-inch alloy wheels (18s on the Outlaw V6) and side steps, while Tekna trim adds roof bars to improve practicality and chrome mirrors for an extra dash of style. Inside, the dashboard looks good, but is made from hardwearing plastics, which will stand up well to knocks and scrapes as the Navara will often be used as a working vehicle. 

It’s far removed from the utilitarian, unrefined pick-ups of old, not least thanks to the Navara’s very powerful 187bhp 2.5-litre turbodiesel. This takes it from 0-62mph in 11.1 seconds, and has loads of pulling power thanks to a torque figure of 450Nm. Produced low-down at 2,000rpm it’ll pull you out of most sticky situations, but it’s useful if you want to tow a trailer, too.

The engine is smooth running and relatively refined, while the six-speed gearbox is easy to use. If you need more power, opt for 3.0-litre V6 diesel in top-spec Outlaw trim, which has 550Nm of torque at its disposal. This means it’s the fastest Navara on sale, sprinting from 0-62mph in 9.3 seconds.

As for ride and handling, the underpinnings include selectable four-wheel-drive which gives this Nissan Land Rover-like ability off road. This inevitably leads to compromises on the tarmac, but double wishbone suspension means it’s still surprisingly competent and comfortable when cruising around on-road. The Navara’s chassis does fidget around a little, and once you’ve got used to the slow steering, the handling isn’t bad. 

The Nissan Navara has been on sale for a while now, and as it's designed to deal with the rough and tumble of a working life, you can be sure that any problems would've highlighted themselves by now. 

Nissan finished 22nd in our 2014 Driver Power satisfaction survey, but given what the Navara will be used for, we’d expect it to stand up to the challenge of a hard life.

Safety is a slight negative for the Navara, though. It scored just three stars in the Euro NCAP crash tests, which is off the pace compared to newer models like the four-star VW Amarok and impressively safe five-star Ford Ranger. However, all models get electronic stability control as well as a whole host of airbags as standard and child ISOFIX seat tethers.

Navara owners benefit from the widest and deepest load bed in the sector, and the largest load area. There’s no doubting the Nissan’s practicality here, though naturally, as it’s uncovered, those seeking added security will do well to invest in an optional hard top for the rear bay.

Plenty can be carried there, and up to 2.7 tonnes can be towed. Four doors provide ample room for five passengers, and the car-like driving position and excellent quality are welcome, too.

However, due to the Navara’s strong practicality it’s a vast machine, so can be hard to manoeuvre or park in tight spaces due to limited rearward visibility – if you opt for Tekna model the rear camera helps massively here. 

Competitive prices make the Nissan Navara a good-value choice, and retained values are strong, too. The 2.5-litre diesel engine officially averages around 29mpg but expect closer to 25mpg in every-day use.

Service intervals are stretched to an impressive 18,000 miles, which will be beneficial to those using the Navara for commercial purposes. 

BMW X1

The BMW X1 is a small crossover that rivals the Audi Q3 and offers more practicality than a 1 Series.

 

The BMW X1 was the brand’s third addition to its X car range when it went on sale in 2009, slotting beneath the bigger X3 and X5. While in theory it represents a more practical, more rugged version of the BMW 1 Series, it is in fact built on the same platform as the previous-generation 3 Series Touring.

Designed the rival cars like the MINI Countryman, Mercedes GLA and Audi Q3 in the premium crossover market, the X1 is available with rear or four-wheel drive as well as a choice of petrol or diesel engines.

Buyers can opt for SE, Sport, xLine or M Sport trims, as well as frugal EfficientDynamics and EfficientDynamics Business specs on the rear-wheel-drive 20d model. All the diesels will manage nearly 50mpg, while the ED versions are capable of 62.8mpg. Most models are available with manual or automatic gearboxes.

Standard equipment is pretty good, with all cars getting alloy wheels, Bluetooth, DAB radio and automatic air conditioning. Roof rails, foglights, parking sensors and tyre pressure monitoring all help with the X1’s practicality.

The BMW X1 has always been a bit of a Marmite car. It’s instantly recognisable as a baby BMW, but can’t compete with the Mercedes GLA or Audi Q3 for clean, upmarket lines.

The sleek headlights and LED daytime running lights give the front of the car a boost, while the interior's clear layout and high quality materials mean it feels higher quality than non-premium rivals like the Skoda Yeti. It's showing its age a bit now though, and doesn’t come close to more modern models like the 3 or 4 Series.

As with all X models, the suspension has been raised – but don’t expect to venture too far off the beaten track, this is a crossover rather than a full-blown SUV.

All of the trim levels – SE, Sport, xLine and M Sport – beefed-up body cladding and alloy wheels as standard, with xLine models adding 18-inch alloys, sportier exterior styling with new bits of trim, as well as unique colour choices and ‘X’ embossed seats.

Sport versions get bigger bumpers and side skirts, plus red-trimmed sports seats, red detailing on the leather gearshift and different alloy wheel styles.

The BMW X1 is much better on the road than off of it – despite the SUV looks - but that's almost expected of this type of car. Many crossover SUVs at least give a commanding view of the road but the BMW doesn't as a result of the low, car-like driving position.

There's lots of grip, especially on four-wheel drive models, and body roll is minimal. Early models suffered from very heavy steering, but from 2013, the standard-fit Servotronic setup improved things, making low speed manoeuvres much easier.

Avoid the M Sport versions if you want comfort, as the large alloy wheels mean the ride gets worse and the car crashes over bumps and potholes. SE cars are well cushioned though, and actually offer decent long-distance refinement.

The standard six-speed manual gearbox works well but the eight-speed auto is better still. It matches up well with the 2.0-litre diesel engine in the 25d – making overtaking easy. There is a 20i petrol engine available, but it's no faster than the 20d model and economy is worse.

Euro NCAP awarded the BMW X1 five out of five stars for safety, thanks in part to ESP, seatbelt reminders, Isofix child-seat fixings and a full complement of airbags as standard on all models. An 87 per cent rating for adult protection shows how safe the car is for driver and passenger. You can also add a reversing camera and adaptive headlights for added safety.

It's worth noting that entry-level sDrive models are rear-wheel drive, so they won't be much good when the weather turns icy. If you value year-round grip you’ll need to opt for one of the pricier xDrive versions.

BMW placed 10th in the 2014 Driver Power customer satisfaction survey, two places shy of Mercedes, but just above Audi. The BMW X1 placed 100th out of 150 cars, a drop from 58th in the 2013 poll – but that probably has something to do with the amount of time it has now been on sale.

The BMW X1's 420-litre boot is 40 litres smaller than the Audi Q3's, and a full 155 litres less than the Range Rover Evoque's. Fold the rear seats down and you get a large 1,350-litre load area, however, which is only 15 litres less than the Q3.

There's plenty of space around the interior to store bits and pieces, including a large bin in the dashboard – but that's taken up by a CD drive for the sat-nav if you specify that option.

It's a comfortable place to sit too, but visibility is not great thanks to large pillars, and parking in town isn't very easy. The small rear doors make access a chore, but there's actually decent legroom in the back once you're in and two adults will fit in the seats without much trouble.

The BMW X1 is the smallest SUV in the line-up, so it's the lightest - and that means fuel economy is good for a 4x4.

The entry-level 16d and 18d models both return 57.6mpg and produce CO2 emissions of 128g/km, which are strong figures for a car like this. However, for the best economy go for the 20d EfficientDynamics, which returns average mpg of 62.8 and emits 119g/km of CO2.

The petrol models are much less efficient than the diesels with the four-wheel-drive 20i managing just 37.7mpg and a hefty 176g/km of CO2.

Standard equipment is pretty good, but be careful of adding too many options, as it can get expensive. A range of fixed-price servicing deals should help to keep running costs in check, but the X1 can’t match the Audi Q3 for residual values.

Jaguar XE Portfolio diesel 2015

The amount of investment, man power and resources Jaguar has poured into the development of the XE meant it owed a lot for the British brand. The minor issues that niggled the pre-production models have been thoroughly resolved, it’s effortless on the move, forever composed and sharp to drive. Throw in a beautifully crafted cabin, best in class efficiency and there’s little reason why the XE isn’t the compact exec to have.

BMW 3 Series, competing with the swish Mercedes C-Class and fending off what will be a brand-new Audi A4 next year.

We drove the Jaguar XE back in January, but this isn’t a case of déjà vu. That car was an early, pre-production prototype designed to give us a brief insight into what we could expect from Jag’s new compact exec. It showed real promise, yet wasn’t quite the finished article.However, there are no excuses this time, as the XE we’re testing here is the very model that will arrive in showrooms in May, so promise and potential won’t cut it.

Referring to the Jag as ‘new’ doesn’t even begin to do it justice – it’s new in almost every sense of the word. From its aluminium architecture to the new factory that builds the engines in Wolverhampton, West Midlands, it’s all part of a near-£2billion investment from Jaguar Land Rover.

There may be 450Nm of torque at your disposal from 1,750rpm, but jabbing the accelerator doesn’t provide the savage surge of acceleration you’d expect; instead, there’s a far more cultured sense of power delivery. Only when extended beyond 4,000rpm does the traditional diesel din make itself known, but it’s a notch up in terms of refinement when compared to the equivalent diesel-powered C-Class.

You can spec the 178bhp engine with an eight-speed ZF auto gearbox for £1,750. We think that’s a worthy outlay, as fuel economy doesn’t suffer; the auto returns the same 67.3mpg and CO2 emissions of 109g/km as the manual. The lesser-powered 163bhp diesel will please the tax man even further, emitting only 99g/km of CO2.

On the move, the XE remains unflustered and composed at all speeds. The adoption of the lightweight aluminium architecture allowed Jaguar to fit heavier yet more sophisticated front and rear suspension, meaning the XE is able to glide with the composure of a C-Class while covering ground at the pace and precision of a 3 Series. It’s exactly where Jaguar aimed to position the car, and it has nailed it.

The passive ‘comfort’ set-up of the chassis offered a real tailored blend of forgiveness without upsetting its natural composure in bends. Adaptive dampers can also be added for around £800, which constantly manipulate the car to keep it in tune with the road surface. The chassis is so well resolved, though, that it’s an unnecessary option.

Steering is light yet consistent and incredibly direct, with a front end that responds with plenty of grip. The manual gearbox lets the side down a little with a long throw and a stubby lever that’s too short for comfortable shifts. The auto may have eight-ratios to deal with, but changes are swift and well timed, if a touch lethargic on the downshift. The more delicate you are with throttle inputs, the cleaner the changes.

Interior fit and finish is also up there with the best in class. The cabin is far more pleasing on the eye than the 3 Series’, with fewer gloss-black plastics than you’ll find in the C-Class. The new infotainment system isn’t the most intuitive, yet becomes more familiar the longer you spend with it and is a major upgrade from the systems used in Jaguars of old. But BMW’s iDrive set-up is still the far more accomplished system.

Those in the front will have little to complain about in terms of space, thanks to the superbly crafted and supportive seats, back seat occupants may not be so cheery. The swooping roof looks great, but it impacts on passenger space. Two adults in the back will have sufficient legroom, although headroom will be a tight for six-footers.

 
Key specs

• Price: £33,675
• Engine: 2.0-litre 4cyl diesel
• Transmission: Six-speed manual, rear-wheel drive
• Power: 178bhp
• 0-62mph: 7.8 seconds
• Top speed: 140mph
• Economy/CO2: 67.3mpg/109g/km
• On sale: Now

Peugeot 308 GT

Top of the range Peugeot 308 GT is comfortable and well equipped, but it's no GTi.

If pure driving thrills are top of your wishlist, you’ll need to look elsewhere. There’s still lots to like about the 308 GT, though – namely its high quality interior, low running costs and long kit list. It is good to drive too, and if this is a hint of what the upcoming GTi will be capable of, it certainly bodes well.

If you’re in the market for a fast family hatchback you really are spoilt for choice. Among others, there’s the Ford Focus ST, VW Golf GTI and Renault Megane RS – as well as our current top pick, the SEAT Leon Cupra. However, if the relatively high running costs and hefty tax bills put you off, Peugeot has an alternative: the 308 GT.

Granted, the GT is more of a warm hatch than a hot one, but until the 270bhp GTi arrives later this year, this will sit at the top of the 308 range. Having already driven the diesel estate, this was our first chance to try the 202bhp petrol in the UK.

At just over £24,000, it is expensive. But this aside, first impressions are good. Take a seat inside and the 308’s interior oozes quality, with the same sleek, minimalist cabin and upmarket materials as the rest of the range, as well as the familiar downsized steering wheel and high-mounted dials. Our car came with the optional £1,200 heated leather seats, but the standard half-Alcantara versions should suit most buyers.

All GT cars also boast keyless entry and go, dynamic cruise control, GT style badging and aluminium pedals. Outside you’ll notice a set of fabulous 18-inch alloy wheels, twin exhausts and rear diffuser, tinted windows and LED front indicators. The ride height has been lowered by 7mm at the front and 10mm at back for a sportier stance.

Push the starter button and the quiet tickover sounds much like any other petrol-engined 308. However, depress the standard-fit Sport button on the centre console and you’ll get a synthesised yet pleasing sound emitted through the car’s speakers. It also turns the dials red, tightens up the steering and sharpens the throttle response – helping the GT feel slightly more involving on a twisting country road.

It doesn’t affect the car’s dampers, but the lowered suspension actually makes the car more compliant – feeling comfortable over long distances yet communicative when you want to push on.
While the 1.6-litre turbocharged petrol engine will never set your pants on fire, it offers a plentiful rush of torque from just 1,750rpm. It feels suitably quick in a straight line, but there’s no avoiding the fact that this GT is a full second slower to 62mph than many of its similarly-priced rivals.

It has a real tendency to understeer, too, and overenthusiastic drivers will spend their lives staring at the intrusive traction control light flickering on the dash.

That said, it is surprisingly economical, with Peugeot claiming 50.4mpg and just 130g/km of CO2. For comparison, the Ford Focus ST returns 41.5mpg and will cost more to tax, while its closest rival, the Kia Cee’d GT, will only manage 38.2mpg. The diesel we tested last month is better still, but given the petrol’s improved refinement and peppier engine, this remains the GT of choice.

 
Key specs

• Price: £24,095
• Engine: 1.6-litre 4cyl petrol turbo
• Transmission: Six-speed manual, front-wheel drive
• Power: 202bh
• 0-62mph: 7.5 seconds
• Top speed: 146mph
• Economy/CO2: 50.4mpg/130g/km
• On sale: Now