Mazda MX-5 Mk4 2.0

More powerful 2.0-litre Mazda MX-5 Mk4 adds extra performance to an already brilliant car. Once again, Mazda has pulled off a masterstroke with the new MX-5. While the 1.5 is all about back-to-basics thrills, the new 2.0-litre version backs up the good looks with some great performance upgrades. Choosing between them comes down to what you ultimately demand from a sports car. Either one will have you beaming from ear to ear, though. 

Mazda is offering two flavours of the MX-5. As well as the 1.5-litre model, there’s a 2.0-litre with an extra 29bhp – and this is our first drive of it.

That extra 29bhp may not sound like much, but it cuts the car’s 0-62mph sprint time by a second to 7.3 seconds. Top speed is up, too, but by a far less relevant 5mph to 133mph. There is a penalty to pay, though – the 2.0-litre engine is around 25kg heavier than the 1.5. While this extra mass is up front, the majority of buyers shouldn’t be able to discern any serious loss in steering response.

Given its extra power, the 2.0-litre also benefits from a front strut brace and bigger brakes. Top-spec Sport and Sport Nav models get stiffer Bilstein dampers which keep the car more taut through corners, although this does reduce ride comfort.

The 2.0-litre also features another key upgrade – a limited-slip differential. You could argue a slip diff is wasted on a car with such a modest output. But ask anyone who has driven previous generation MX-5s both with and without a diff on a damp roundabout, and they’ll attest that it’s easier to provoke and control tail-out antics with one fitted.

Throw in better stopping power from those larger brakes, and the 2.0-litre simply builds on what is an already fine-driving, cheeky car.

Talk to Mazda engineers off the record, and they’ll whisper the 1.5-litre is the purer car and closer to the original MX-5’s ethos – it’s as light as possible and loves to rev; with peak power at 7,000rpm. However, the US likes to supersize both its meals and its cars, and that’s why the 2.0-litre version exists. With a third more torque, it delivers better mid-range pick up and reaches peak power 1,000rpm sooner, meaning you don’t have to work the engine so hard.

There’s an £850 premium for the larger engine, which incidentally is also slightly more costly to tax and returns around 6mpg less, both trivial matters for roadster buyers.

Really, though, until we drive both versions back-to-back on the same roads, which MX-5 you go for probably comes down to this. If you like a back-to-basics driving experience, the 1.5 is the car for you, but the 2.0-litre is the serious one that goes as good as it looks.

Key specs

• Price: £23,295
• Engine: 2.0-litre 4cyl petrol
• Power/torque: 158bhp/200Nm
• Transmission: Six-speed manual, rear-wheel drive 
• 0-62mph: 7.3 seconds
• Top speed: 133mph
• Economy/CO2: 40.9mpg/161g/km
• On sale: August 2015

New Peugeot 208 Allure 2015

Facelifted Peugeot 208 aims to take on the MINI and DS 3 with new personalisation options.

Peugeot is treading a brave path by aiming its facelifted 208 at the likes of MINI and DS. The personalisation options aren’t as extensive, but they do inject new appeal into the strong-selling supermini. The three-cylinder turbo can’t transform it into a hot hatch, but offers enough to become our pick of the updated 208 range. That said, if rock-bottom running costs are key, it’s hard to ignore the new 79g/km BlueHDI diesel.

The 208 is Peugeot’s best selling car. It sold more than 32,000 units in the UK last year, and over a million of the superminis have rolled off the production line in France since 2012.

To sustain this success, Peugeot has injected some new life into its second smallest car – adding upgraded engines, better specs and new safety kit.

Like any mid-life facelift, the styling changes are subtle. All cars get a sharper front bumper, wider grille and newly-designed headlamps, as well as new colours, 3D ‘claw’ LED taillights and refreshed alloy wheel designs.

Peugeot wants to cash in on the lucrative personalisation market, too, so from June you’ll be able to spec a 208 with various option packs and special textured matte paint. The latter, Peugeot says, is “subtly granular to the touch”, yet “more hard-wearing and easier to care for than conventional matte paint.” It’ll be available in two shades of grey from launch, and costs £645.

Under the bonnet, Peugeot has added fuel-saving tech so that all engines are now Euro 6 compliant. Claimed to be the most economical production combustion engine in the world, the 74bhp 1.6-litre BlueHDi emits just 79g/km of CO2 and returns 94.2mpg. Elsewhere, Peugeot has also introduced a new three-cylinder turbocharged petrol engine – it's the one fitted to our test car.

In fact, it’s exactly the same 108bhp unit as in the refreshed DS 3, albeit with a five-speed manual gearbox as opposed to the smooth EAT6 auto. It feels more responsive in the 208, and a quick glance at the performance figures confirms this. It’ll do 0-62mph in 9.6 seconds thanks to a healthy 205Nm of torque, which is quicker than the 99bhp Ford Fiesta EcoBoost (11.2 seconds) and the 113bhp Vauxhall Corsa EcoTEC (10.5 seconds).

What’s more, the tall gearing means despite having only five ratios, the 208 is suitably at home on the motorway. Unlike rivals that leave you longing for a sixth cog, the Peugeot will quietly sit at 70mph in fifth, returning admirable fuel economy in the process.

As a result you’ll find yourself driving around town in second where you’d normally use third – and on A and B roads at 50mph in fourth – but there’s more than enough grunt in reserve for overtaking, and plenty of power to surge away from the lights if needed. There’s the usual characteristic three-cylinder thrum under hard acceleration, but it sounds throaty rather than wheezy, and encourages you to rev it all the way to the red line.

However, don’t think the addition of a turbocharger has turned this 208 into a hot hatch. The steering still lacks feel, and while there’s plenty of grip the suspension does err on the soft side. That’s great if you spend most of your time in town – or even on the motorway – but if your commute includes challenging country roads then the Ford Fiesta remains the handling benchmark.

The basic Access gets air-con, Bluetooth, cruise control and six airbags but you’ll need step up to the Active for alloy wheels and DAB, while our high-spec Allure test car gets bigger rims, auto lights and wipers and rear parking sensors. The top-spec GT Line replaces the previous range-topping Feline and XY cars, adding sportier details and automatic climate control as standard. Safety-conscious buyers can add Active City Stop to all but the entry-level car for between £250 and £430 depending on trim, while sat-nav is a £400 option across the range.

Practicality is unchanged from the outgoing model. This three-door may be more stylish, but the five-door is infinitely more practical if you ever carry rear seat passengers. The decent 285-litre boot is about par for the class, and there are plenty of storage areas dotted around the cabin.

Interior quality is pretty good, too, and all but the basic trim gets a seven-inch touchscreen. It’s not a patch on VW’s latest Polo, but can easily compete with the Renault Clio and new Hyundai i20 thanks to the supportive seats and soft-touch dash materials.

Key specs

• Price: £16,095
• Engine: 1.2-litre 3-cyl turbo petrol
• Power/torque: 108bhp/205Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph: 9.6 seconds
• Top speed: 118mph
• Economy/CO2: 62.8mpg/103g/km
• On sale: June 2015

New Ford Galaxy 2015

 

For most people the S-MAX’s more appealing styling and nearly-as-big interior will sway them over the new Galaxy, but if it’s maximum space, low running costs and mind-boggling flexibility you’re after then the Galaxy definitely delivers. The fact that this new model adds improved looks, premium levels of refinement and an impressive sheen of quality into the mix is a bonus.

 

If the MPV is being killed off by the rise in popularity of SUVs, then nobody’s told Ford. Following closely behind facelifted versions of the C-MAX and Grand C-MAX, plus the all-new S-MAX, this is the new third generation Galaxy – the daddy of Ford’s MPV quartet.

In UK showrooms it’s the new S-MAX that’s expected to easily outstrip the new Galaxy, selling 8,000 versus 3,000 Galaxys, but there are distinct customers for both. Whereas the S-MAX is infused with a little sportiness and sacrifices some space to improve the handling and styling, the Galaxy is all about maximising interior room and functionality. As a result it’s a favourite with mini cab firms, and predicted sales are skewed 65/35 in favour of fleet over private buyers.

As a result, CO2 emissions are key and Ford has kept them impressively low across the board – ranging from 129g/km in the 118bhp 2.0 TDCI model to 180g/km in the 237bhp 2.0T EcoBoost. We drove the 178bhp 2.0 TDCI model that, in our opinion, strikes the best balance between load-hauling performance and fuel economy, returning 52.3mpg and 139g/km when fitted with the excellent dual-clutch PowerShift auto ‘box.

That improves to 56.5mpg and 129g/km (a difference of £34.36 a month in BIK to a higher-rate tax payer) if you stick with the manual gearbox, but we reckon it’s worth the £1,550 outlay for the extra layer of sophistication it brings.

Whatever your speed it’s a superb engine, pulling cleanly and smoothly through the gears with a surprising amount of punch when you floor the throttle. It’s the refinement that really shines through, though, so even long motorway journeys are whisper quiet.   

Huge strides have been taken in improving the interior quality, with an uncluttered centre console built around an eight-inch touchscreen. There’s plenty of plastic around but it all feels rock solid, while your eye is drawn to the chunky brushed aluminium trim around the dials and gear lever. We’d recommend the full-length panoramic roof, which makes the interior feel half as big again, and leather seats that give the interior a properly premium feel.

The cabin is awash with technology, too including a digital display that fills the dials in the instrument cluster, a steering wheel covered in buttons and an impressive selection of safety systems including lane keep assist, traffic sign recognition and an auto parking function for parallel and perpendicular-shaped spaces.

The Galaxy’s real party piece though is the flexibility of its seating arrangement. Not only is the third row big enough for adults, the seats can we lowered flat into the floor and raised again electrically via a button in the boot. The second row is equally as clever, with the outer seats folding and tilting forward to allow easy access to the third row, all three seats sliding back and forth individually, and all three flopping forward automatically.

Actual boot space is as gargantuan as you’d expect – 300-litres with all seven seats in place, 1,301-litres with the third row down and 2,339-litres with just the front two seats in place – that’s compared to 285/965/2,020 respectively in the S-MAX.

Neat storage solutions are everywhere with an especially deep bin in the front armrest, picnic tables for the second row and handy cupholders for those at the very back. Two USB plugs, three 12V sockets and a three-pin plug should take care of a modern family’s power requirements, too. 

The Galaxy’s silhouette is unavoidably boxy of course, but the new family face, complete with swept back headlights and skinny, horizontal fog lights looks smarter than any of its predecessors. Unlike the S-MAX there are no roof spoilers and body kits available, but our top-spec Titanium X test car benefitted from optional 19-inch wheels.

In corners there’s no hiding that the Galaxy is a big old bus and you can feel the high centre of gravity – especially with the panoramic roof fitted – tipping the body from side to side. However, drive it briskly rather than flat out and it does a good impression of the S-MAX with meaty steering that you can sense weighting up as a corner unfolds, while the suspension is supple enough to deal with potholes, but doesn’t feel too bouncy over lower frequency undulations.

Key specs

• Model: Ford Galaxy 2.0 TDCI Titanium X
• Price: £35,395
• Engine: 2.0-litre 4cyl turbodiesel
• Transmission: Six-speed dual-clutch auto, front-wheel drive
• Power/torque: 178bhp/400Nm
• 0-62mph/top speed: 9.6 secs/129mph
• Economy/CO2: 52.3mpg/139g/km
• On sale: Now

 
 

Vauxhall Insignia Sports Tourer

 

The Vauxhall Insignia Sport Tourer is a sleek and stylish rival to family estates like the Ford Mondeo and Skoda Superb.

The Vauxhall Insignia Sports Tourer was introduced in 2008 to replace the ageing Vectra estate. It was a huge leap forward in terms of the way it drove and the way it looked - although the Insignia didn't quite match the outgoing Vectra's practicality.

In 2013, a thorough facelift inside and out has helped maintain the Insignia's position as one of the best-looking cars in its class, while also adding new interior technology and frugal diesel engines that are great for fleet buyers.

All models come well equipped, too, and there are lots of engines and trim levels to choose from. The facelifted model also allowed Vauxhall to rejig Insignia Sports Tourer, reducing prices and stock levels to help improve the car's rather average residual values.

Our choice: Insignia SRi NAV 2.0CDTi 140PS S/S ecoFLEX.

The Vauxhall Insignia Sport Tourer is sleek and stylish, with a low slung roof and sloping tailgate that makes it one of the best-looking family estates on the market. On the inside, Vauxhall has worked hard to give it an upmarket feel, so build quality is good and there's lots of soft-touch materials. There's a baffling number of trim levels, but every version comes with 17-inch wheels, air-con, electrically-adjustable driver's seat, cruise control and USB connectivity. Elite cars get 18-inch alloys, front and rear parking sensors, leather trim, heated front seats and a colour display with an in-built sat-nav system. The VXR version adds a sporty bodykit, rear spoiler, Recaro sports seats and VXR badging.

Despite the sporty looks, the Insignia ST isn't the best family estate to drive. The steering is light, the CDTi diesels are quite noisy and there's more wind and road noise than you'd expect. It is comfortable, though, thanks to supportive seats an an adjustable driving position, but the ride is a bit firm on higher-spec cars.

There's a large choice of engines to choose from and the option of a four-wheel drive system. Petrols include an entry-level 1.4-litre, a punchy 178bhp 1.6-litre turbocharged unit and a sporty VXR version, which is powered by a 2.8-litre V6 and can go from 0-62mph in 5.9 seconds. If you're a fleet buyer, the 2.0-litre diesel is the best choice and it's available in 138bhp and 168bhp forms. The 138bhp returns a claimed fuel economy of over 70mpg and emits 104g/km of CO2. It's not the quickest car, and the engine is a little noisy in town, but it's quiet on a motorway cruise. There's also a high-performance bi-turbo 2.0 CDTi with 193bhp.

The Vauxhall Insignia has a five-star Euro NCAP crash test rating. Standard safety kit includes ESP, ABS and traction control, as well as driver, front passenger, side, curtain and head airbags. Vauxhall finished ahead of BMW and Audi in the 2012 Driver Power survey, in 13th out of 30. The Insignia finished an impressive 21st in the Top 100, too. As you'd expect, it comes with Vauxhall's warranty deal, which lasts the lifetime of the car or 100,000 miles, whichever comes first. 

The Insignia ST has a very spacious cabin and a big boot. It still has one of the biggest boots in the family estate class, at 540 litres. With the rear seats folded, this increases to 1,530 litres - which is 200 litres less than the Ford Mondeo estate, and 335 litres less than the Skoda Superb estate. The rear seats are easy to fold down and there's a wide boot opening, to make loading easy. The Insignia ST will easily take five adults and their luggage and, unlike the Insignia saloon and hatchback, there's plenty of headroom for rear passengers thanks to the longer roofline. There’s plenty of cubbies, too, including a lidded compartment between the front seats and a large glovebox.

The ecoFLEX models are the most efficient versions, and thus the best bet for company car buyers. Thanks to a stop-start system, the 2.0-litre diesel engine with 128bhp and the more powerful 158bhp version both return 62.8mpg and 119g/km of CO2. The 1.4-litre petrol manages 50.0mpg and 134g/km, but 1.8-litre will be significantly more expensive to run, at 37.0mpg and 179g/km respectively. The sporty VXR version manages 27.0mpg and 249g/km. The Insignia ST is a bit more expensive to buy than the saloon or hatchback versions, though, and residual values won't be as strong as those for cars like the Skoda Superb. 

Mercedes-AMG GT

Mercedes thinks it can knock the Porsche 911 off the top of the sports car market, and the AMG GT is the car to do it

The Mercedes-AMG GT is the firm's new flagship sports car. It's been developed entirely in-house by AMG, yet despite having a silhouette inspired by its predecessor, the SLS AMG, it’s not a direct replacement. Instead the AMG GT is a smaller and less expensive GT, and it has the Porsche 911, Jaguar F-Type R, Aston Martin Vantage and Audi R8 in its sights.

Power comes from an all-new twin turbo 4.0-litre V8 that will appear in the next generation of AMG models. Here it drives the rear wheels via a seven-speed dual-clutch gearbox, while the GT is offered with two power outputs - 456bhp in the GT and 503bhp in the GT S.

The faster GT S can sprint from 0-62mph in just 3.8 seconds and on to 193mph, while it comes with an electronically controlled differential and AMG Ride Control three-stage damping. The GT gets a mechanical differential, but will still manage 0-62mph in four seconds.

The AMG GT S is now on sale in the UK, while the GT is available to order with first deliveries in August. Early birds will be able to go for the limited edition AMG GT Edition 1, which comes with extra standard equipment and exclusive details, like a large fixed rear wing and a carbon fibre front splitter, plus more prominent side skirts.

Our Pick:  Mercedes-AMG GT S

The Mercedes-AMG GT is the second sports car from the performance division, and follows in the footsteps of the SLS Gullwing. It retains the same front mid-engine, rear-wheel drive layout, but it's smaller, and has been designed to be what Mercedes describes as “a contemporary sports car which embodies the spirit of glorious Mercedes sports cars of the past”. It's clear from its design that the GT has a clear lineage back to Merc's most famous sporting models.

With the same long nose and squat proportions, there’s a hint of the SLS about the AMG GT’s shape, but delicately flowing surfaces ensure the GT looks far more svelte than the outgoing SLS, and its proportions are similar to the Jaguar F-Type's.

The arched roof flows smoothly into the broad but athletic tail, while at the front traditional AMG bonnet vents and latticework side vents leave you in no doubt as to the potential under the bonnet.
Customers can choose from a range of carbon, black or chrome exterior detailing packages, but even in its most basic form, the GT has the head-turning appeal to rival the world’s most desirable sports cars.

The sense of occasion continues inside, where the driver-focused cabin makes a strong impression. Tucked into the low-slung driver’s seat, you’re cocooned between the concave door panels and the huge transmission tunnel. In a nod to the V8 engine, this centre console the eight buttons laid out in a V formation - and it comes in a choice of chrome, matt carbon, high-gloss carbon, black diamond or matt silver finishes.

The AMG GT’s build quality is first-class, with plenty of leather and metal used throughout. Dominating proceedings is the huge centre console, which splits the cabin in half and features two banks of buttons to control an assortment of functions.

The COMAND control wheel and touchpad are located where you’d expect the gearlever to be; the gear selector is positioned further back, because you use it only to select forward or reverse, before switching to full auto mode or using the steering wheel paddles.

The sweeping dash features a quartet of circular air vents and Mercedes’ excellent tablet style screen. It's controlled by the latest COMAND system with touch pad and roller dial, while clear mapping and  audio controls mean it's easy to operate on the move.   ­ ­

A lovely Alcantera trimmed flat-bottomed wheel finishes off the stunning cabin, and if you’ve got the funds, there’s huge scope for personalised leathers and high-end options.

 
One look at the specification of the AMG GT is enough to get you excited about the driving experience. An aluminium chassis, a 4.0-litre V8 with dry-sump lubrication and twin-turbochargers, a seven-speed dual-clutch gearbox, multilink suspension and a low centre of gravity – it has all the best sports car ingredients.

You sit low in the car, and the driving position is good, although your view ahead is dominated by a large bonnet bulge. Press the starter button on the transmission tunnel, and the all-new 4.0-litre V8 barks into life before settling into a burbling idle. The tailpipe noise that comes into its own above 3,000rpm - especially with the standard sports exhaust activated.

With 650Nm of torque available as low as 1,750rpm, the 503bhp GT S feels instantly responsive, yet peak power doesn’t arrive until 6,250rpm – so there’s performance on offer throughout the rev range. The dual-clutch gearbox shifts seamlessly, and there’s a nice blip on the downshift accompanied by pops and bangs from the exhaust.

Mounted low in the chassis and behind the front axle; the engine’s compact packaging helps deliver a low-centre of gravity and excellent weight distribution. As a result, the GT S feels sharper and more dynamic than previous AMG models. From behind the wheel, the GT feels planted to the road and very stable.

Body control is excellent, and for a front-engine rear-wheel drive car, traction and mechanical grip are sensational. The wriggling and writhing motions you expect as the rear axle attempts to put the power down and the suspension tries to control roll and pitch are just not there – the GT is incredibly composed.

The variable ratio steering is light and sensitive, but it lacks the last percentage of feel you’ll find in a Porsche 911: you need to trust that the front-end bite is there rather than feel it. Yet the AMG’s handling composure and grip means you’ll need the freedom of a track to get near its limits.

For all of its tautness and grip, the GT S is a reasonably refined cruiser. The suspension set up is just the right side of firm and, on smooth tarmac with the dampers in Comfort Mode, the GT S rides decently enough to be comfortable. The wide tyres generate some road noise at speed, and the engine does tend to make more noise than some rivals, but overall refinement is good.

The GT is new from the ground-up, but it’s been subjected to rigorous performance testing - so we wouldn’t be too concerned about reliability. Especially, as AMG’s famous ‘one man, one engine’ principle means the 4.0-litre V8s are hand built to the strictest quality standards.

Across the car, a host of proven Mercedes components should further cement confidence in its reliability, while Mercedes ranked 11th in our 2015 Driver Power survey, although their dealers finished a disappointing 21st from 31 in 2014.

Safety kit is a strong point. The GT comes as standard with Collision Prevention Assist, knee airbags for driver and passenger and tyre pressure monitoring, while optional extras include adaptive high-beam LED lights, a reversing camera, lane tracking, blind spot warning and traffic sign recognition.

Day-to-day usability is key to rivalling cars like the Porsche 911, but the Mercedes-AMG GT isn't the most user-friendly sports car.

The chunky A-pillars make visibility tricky at junctions, and the high bonnet means some crests will be tough to see over, but a low seat means there’s plenty of headroom and the driving position is excellent. The boot is similar in shape to the F-Type Coupe's, and it will hold two golf bags longways. There's a maximum of 350 litres, or 285 litres if you pull the load cover closed, but at least that keeps your belongings out of sight. The boot lid opens wide so access is easy and there’s an aluminium strut to stop luggage sliding forward under braking.

However, the shallow boot and its lumpy floor make the space a little awkward. With tiny door pockets and a small glovebox, storage space is a bit tight in the cabin, too. By comparison the F-Type Coupe has a 407-litre boot, while the 911’s combination of rear seats and a 115-litre deep nose boot gives it a slight advantage over the AMG GT.

A V8 sports car with a six-figure price tag is never going to be cheap to run, but the GT gives you the image, sound and thrills of the outgoing SLS for a lot less money.

The GT and GT S versions emit 216g/km and 219g/km of CO2 respectively, although these figures mean tax costs will be similar to the 209g/km F-Type R Coupe. As a mark of the efficiency gains Mercedes has made, the outgoing SLS emitted 308g/km.

Even so, the GT still sits in the 35 per cent tax bracket for company car buyers. Insurance and fuel bills will be high, but fixed priced servicing will help you budget for maintenance. And thanks to the AMG's exclusivity and limited production numbers, residuals of around 59 per cent are ahead of the Porsche 911.

MINI John Cooper Works 2015

 

It's the fastest and most powerful MINI yet. Say hello to the 2015 MINI John Cooper Works.

 

The MINI JCW builds on what was already was an appealing, charming and quick hot hatch. With performance stats that wouldn’t look out of place in the class above, tweaks to the engine, exterior and overall attitude of the JCW make it feel more than a step beyond what the Cooper S is capable of. The JCW upgrade comes at a cost, especially if you get liberal with the optional extras, but charm and performance have rarely been executed in such a way. 

If you want a MINI and you want a fast one, there’s one name that combines the two: Cooper. Mini Coopers have their origins in the 1960s and the pocket rocket has been with us ever since. But where do you look when fast isn’t quite fast enough? Enter, John Cooper Works.

Under BMW ownership as of 2008, MINI’s JCW performance-arm was tasked with creating the most focused and powerful versions of the famous city runabout. And now there’s an all-new model with some fire in its belly.

What you’re looking at is the second–generation MINI John Cooper Works and the most powerful production MINI ever. Like the Cooper S on which it is based, a 2.0-litre four-cylinder turbocharged engine sits beneath the JCW’s stubby bonnet, but extensive internal tinkering has upped power from a modest 189bhp to 228bhp. That’s a 20bhp increase over the outgoing JCW.

Reworked pistons, a new turbocharger and an updated intercooler produce the extra grunt, while a new freer-flowing exhaust adds a fresh set of vocal cords. On paper at least, the modifications appear to have done their job. Half a second was shaved off the 0-62mph time of 6.3 seconds, with the six-speed manual, while our Powershift auto test car is quicker still at only 6.1 seconds. Top speed for both models is 153mph, meaning the JCW is the fastest MINI ever too.

Climbing inside the MINI JCW is no less of an event than sinking into the Cooper S. The MINI gets a gloss-black surround with chronograph-style markings to the large circular centre console display, while JCW sports seats in cloth and suede-effect trim are standard. Aside from that, the cabin is largely the same as the Cooper S’, although that does mean it’s well built and has plenty of retro touches, from the bank of toggle switches on the dash to that central display.

As you’d expect, there are lots of optional extras, including leather, different trim finishes and colours, sat-nav and advanced Bluetooth and smartphone connectivity. Our car featured the optional sat-nav, which also adds a BMW iDrive-style cabin controller by the gearlever. We’d recommend specifying this, as it makes accessing the cabin functions a lot easier.

Out on the road, the MINI JCW feels every bit as quick as the spec sheet would lead you to believe. The performance boost over the Cooper S is immediately noticeable, with the additional 20Nm of torque and 39bhp providing that additional low-down shove needed to keep up with the likes of the all-wheel-drive Audi S1.

The revs build cleanly and eagerly – partly down to all 320Nm being served up from a lazy 1,250rpm. It adds to the impression that the infectious character of the Cooper S has been ramped-up in the more hardcore JCW.

The new modular underpinnings of the latest MINI Cooper S showed promise of being able to handle and distribute more power effectively, the JCW proves that’s possible. There’s a slight squirm from the steering wheel under hard acceleration but torque steer is well contained, with the rorty crescendo of the new sports exhaust encouraging you to press on, especially with the crackles from the pipes on the overrun.

Rather than a mechanical differential, MINI has bolted on a lighter and cheaper electronic diff. It’s capable of letting you tackle faster, sweeping bends more courageously, with the slight movement in the body allowing you to pinpoint exactly where the grip is. In tighter bends the electronic diff isn’t able to put the MINI’s power down with the conviction of the Corsa VXR fitted with a mechanical differential and the result is a whiff of understeer in the JCW.

But this is where the MINI arguably comes into it’s own. You can counter the understeer with a slight lift of throttle mid corner, allowing the agile back end to become more mobile and follow the nose.  There’s far more charm and interactivity in the MINI than you’ll find in the Audi S1, but like the Audi, the JCW’s steering could do with a touch more feel, despite being generally direct and positively weighted.

The six-speed dual-clutch auto in our test car costs a further £1,330 over the manual but its markedly more efficient - emitting 133g/km of CO2 versus the manual’s 155g/km. Leave it in auto and shifts are smooth and consistent, but manual mode hands over full control of the transmission and it will run into the limiter if you become sluggish with changes. Upshifts are rapid-fire quick and accompanied by pops and bangs from the exhaust, although going back down the ratios can feel a little lazy.

But even if you find yourself out of gear, the omnipresent wave of torque can cover up any driver errors, with 50-75mph in fifth gear taking 5.6 seconds. It might sound a bit meaningless, but compare that to the 5.9 seconds it could take a Porsche 911 Carerra S to cover the same increment and there’s no ignoring the MINI’s tenacious attitude.

As well as the infectious performance, something else which will have grabbed your attention is the styling. Not to be outdone by the likes of the new Corsa VXR or Peugeot 208 GTi 30^th Edition, MINI has been busy designing what is certainly one of the most eye-catching models to come from the Oxford-based brand. A multitude of vents, beefed up arches and that sports exhaust ensure you won’t go mistaking it for any other MINI in the range.

But it’s looks extend beyond the purpose of simply frightening the opposition. The lower and deeper front bumper helps feed additional air to the intercooler, while the smaller, squarer vents, which are were you’d usually find the front fog lamps, help cool larger four-piston Brembo brakes. Sadly, the two-tone bodywork doesn’t provide you with a performance boost but it certainly helps broadcast the promise of hair-raising performance.

It looks like a hooligan but easing off shows another side to the MINI JCW. Optional adaptive dampers will set you back £240 but it’s a price worth paying. ‘Normal’ mode takes the edge off the JCW’s stiffness and sharpness compared to the settings served up by selecting ‘Sport’. It’s more than comfortable enough to use day to day, although it will tend to sniff out larger ruts, and it’s nicely damped so never crashes into smaller imperfections.

One of its weak points for the MINI John Cooper Works is value, or lack of it. At £24,380 its almost £4,000 more than the Cooper S but add on some not-so-outrageous optional extras such as sat-nav, parking sensors, automatic air con and Bluetooth and that price escalates rapidly. Our test car came in at a smidge under £32,000 – an eye-watering figure for a hot hatch, never mind a MINI.

Key specs

• Price: £24,380
• Engine: 2.0-litre 4-cyl turbo
• Transmission: six-speed auto, front wheel drive
• Power: 228bhp
• 0-62mph/top speed: 6.1s/153mph
• Economy/CO2: 49.6mpg/133g/km
• On sale: Now

Volvo XC90

 

New Volvo XC90 is one of the best SUVs you can buy, with quality, efficiency, space, comfort and, of course, safety.

The wait for the new Volvo XC90 has been well worthwhile. Debuting a whole new platform and efficient four-cylinder-only engines (one with plug-in hybrid tech), it has the style and quality to match Audi, BMW and Land Rover in the premium SUV segment, with new levels of safety – as you’d expect from Volvo.

The D5 diesel is the clear pick of the range, being quiet and with just enough get up and go. The T6 petrol offers decent poke, but like the plug-in hybrid-powered T8 range topper, the whine of a four-cylinder engine takes some getting used to in a market where six or eight cylinders are the norm. Go for the diesel - the petrol engine is fun, but sounds whiny and is thirstier.

Most buyers will be happy with the generous safety tally and upmarket kit you get on entry-level Momentum cars, although Inscription or the sportier R-Design trims will tempt you with even more clever stuff. There's a whole heap of standard kit too, with climate control, leather, sat nav and LED headlamps all thrown in.

However, key to the XC90’s appeal is it’s spacious, upmarket interior and the comfort and refinement on offer – this is a relaxing car to drive due to the plush ride and near silence. Being a Volvo, the seats are incredibly comfortable with a great level of adjustment and support. It's a genuine seven-seater too, with even adults as tall ats 5ft 7in able to squeeze into the third row of seats.

Our pick: Volvo XC90 D5 Momentum.

Volvos of old were known for their boxy, sedate designs, but with the original XC90 SUV, the brand spiced up the styling with a more flowing body and some interesting details. For this all-new XC90, Volvo has taken things to the next level – this is the flagship of the range and sets a template for what future models will look like: cool, classy and understated.

There are Scandinavian influences everywhere, according to Volvo. Take the T-shaped ‘Thor’s Hammer’ daytime running lights, for example – the narrow light bars give the XC90 an aggressive glare, helped by its deep front bumper and bluff radiator grille. Despite this square-set front end, the rounded wheelarches and raked windscreen pillars provide a sleek and aerodynamic look, but the 19-inch alloy wheels and silver roof rails on our test car mean it still has more than a hint of rugged SUV.

At the rear, the XC90 is less striking, but the brand’s designers have still used the light clusters to good effect. The tail-lamps run from the top of the boot right down to the bumper, and with Volvo’s traditional kink halfway down, the XC90 is instantly recognisable in the dark. There’s also a small boot lip spoiler and a few creases in the tailgate. Combine that with the car’s dual exhausts, and it makes for a minimalist and crisp rear end.

That theme is repeated inside, with expensive-feeling brushed metal inserts, lots of leather and an attractive layout. Compared to the last XC90, Volvo has decluttered the dashboard and removed most of the buttons. Instead, the entertainment and climate systems are controlled by a central touchscreen, flanked by two main air vents and some lovely chrome detailing. Along with the Range Rover-like digital dials, it’s the highlight of the cabin.

All of the main on-board functions are controlled by this nine-inch tablet-style set-up, including the sat-nav, DAB radio, climate control and Bluetooth. Our test car was also fitted with the £575 Winter Pack, featuring heated seats, a £700 360-degree camera system, Volvo’s £650 automatic parking gadget and the £1,500 Intellisafe Pro package that includes Queue Assist – a semi-autonomous system that takes control of the accelerator, brakes and steering in slow traffic.

The new XC90 may have four-wheel drive, but it’s more SUV than 4x4. Its road-biased set up means a comfortable ride in all models (although we’d steer clear of the 21-inch wheels) and plenty of grip. However, there’s a fair amount of body roll if you do take corners quickly (most owners won’t) while the steering errs on the side of lightness rather than sporty reaction – we preferred delving into the drive settings to opt for a comfortable ride, relaxed gear changes, but a bit more steering weight.

The engines provide decent if not outrageous performance, but they’re all reasonable when it comes to CO2 and mpg, especially the T8 with its clever plug-in hybrid tech – it’ll go around 25 miles on electric power alone. Volvo’s four-cylinder-only engine policy means a slightly higher-pitched engine note than you might expect in the petrol cars, but refinement is generally really impressive.

Even then the diesel sounds reasonably cultured rather than rattly. The petrol engine is similarly smooth and refined, but the four-cylinder whine is unusual in a car this size.

There's strong mid-range performance in diesel, but it lacks real punch - its doesn't feel as fast at the figures suggest. On the move, the downsized unit is adequate, with enough punch to keep up with fast-moving traffic. However, you do have to push the accelerator a long way to get a decent hit of performance, which means the gearbox holds on to revs before changing up. This can make things a bit noisy, although it’s much quieter and more refined at a cruise, with the eight-speed automatic gearbox shuffling ratios nicely.

Refinement is class leading, though - there's vague hint of wind noise around the mirrors (that sit back on the front doors to improve forward visibility) but it's only noticable due to the general quiet and calm in the cabin.

The XC90 strikes a neat balance between comfort and agility, with great body control and a rounded edge to the suspension’s damping. It means you can push the car and use the nicely weighted, quick steering to guide it down even narrow country lanes while still retaining the composed ride.

Traditionally, Volvo has been known for its dependability. However, it slipped six places to 17th in our Driver Power 2015 satisfaction survey, and was only the 20th most reliable brand out of 32. Only the first few customers will have received their XC90s by now, so reliability reports are scarce, and although the Volvo is packed full of new tech, we’re confident it should prove reliable.

Euro NCAP hasn’t crash tested the new SUV yet, but the brand claims it has the most comprehensive safety package on sale. This includes two world firsts: a Run Off-Road system that senses if you veer off the tarmac – preparing the car for a crash – and special energy-absorbent seats that’ll reduce the impact of a big hit. There’s also a clever autonomous braking system, which stops you turning in front of an oncoming car.

On top of this, the XC90 gets all of the usual safety kit, including seven airbags and ESP, while blind spot warning, rear cross traffic alert and the Queue Assist function are available as extras.

In seven-seat configuration, the Volvo offers a great mix of refinement and practicality, with 451 litres of boot space. Fold the third row down – an easier job than in the Discovery thanks to the simpler mechanism – and this rises to 1,102 litres. Stow them all away, and there’s 1,951 litres on offer. Plus, with a low loading lip and ‘hands-free’ powered tailgate as standard, it’ll be easy to pack away shopping.

There's a pop-up shopping bag holder in the boot, although it can't quite pop up if the rearmost seats are up, and a very shallow under-boot area that the T8's charging cord can live in. There's nowhere to store the luggage cover when seven seats are being used, though - it just sits across the floor.

Even the third row of seats is reasonably generous for adults – although headroom will be tight for some. However, you’ll have to be fairly agile to climb up and past the second row.

Seats six and seven are the same size as those in the row two and set slightly inwards for a better view forward. Theatre-style seating rising towards the back of the car helps, too, although the floor in the second row isn’t entirely flat due to a transmission tunnel (that also houses the batteries in the plug-in hybrid) that limits foot space for the middle passenger.

There’s a large storage area in the centre console, a decent glovebox and a deep central cubbyhole. Storage in the back row is good as well, with each seat getting its own cup-holder and trinket tray. However, the XC90 doesn’t offer heating controls for the rear.

The XC90 T8 Twin Engine will be a favourite among company car users – its plug-in hybrid tech registering a claimed 112.9mpg but a more useful 59g/km of CO2. That’s assuming you can stretch to the £60,000 price tag for a Momentum model. Plus, let's be honest, the plug-in hybrid will get nowhere near its claimed mpg.

More popular will be the XC90 D5, which still claims a reasonable 48.7mpg and 149g/km of CO2 – and a £14,000 price advantage over the T8. Sitting between the two is the XC90 T6 petrol with its 316bhp four-cylinder engine offering 35.3mpg and 179g/km of CO2.

The old XC90 proved to be quite stubborn in holding on to its value, so we’d expect this new model to be no different.

Mazda 6 Estate

 

The Mazda 6 Tourer is a spacious, economical and well-made estate that rivals the Ford Mondeo.

The Mazda 6 Tourer estate has lots of space, lots of tech but doesn’t cost lots to run. It has been developed using Mazda’s ‘SkyActiv’ philosophy, which focuses on fuel efficiency and low CO2, making it a great company car choice and a cost-effective family car.

A recent update will be hard to spot on the outside, but it has helped keep the interior up to speed with its main rivals: the Ford Mondeo Estate and VW Passat Estate. There are three trim levels offered and a choice of efficient petrol and diesel engines. Equipment on the SE includes 17-inch alloys, air-conditioning as well as cruise control and a 5.8-inch touchscreen.

Our choice: 6 SE-L 2.2-litre diesel

One area where the 6 stands out from its rivals is with its looks. The Japanese brand has given all of its models a corporate face, but the flowing lines and swooping bodywork make the Tourer a lot more flamboyant than the rather straight-edged VW Passat.

The recent facelift tidied up the Mazda’s nose with a reprofiled grille and a new bumper design, but only the most eagle-eyed fan will notice the differences. Go for an SE-L model, and you get standard halogen headlamps, although there are no options to upgrade to LEDs or xenons. If you want xenons with LED daytime running lights, they’re standard on the higher-spec Sport Nav version.

Elsewhere, you get silver roof rails and smart 17-inch alloys, but while the rims help to soften the ride, they look lost in the wheelarches. Another gripe, and something the 6 has in common with the Passat, is the range of uninspiring metallic paints on offer. At least the recent update added bright silver to the palette, or you could go for Mazda’s distinctive Soul Red colour, which carries a £120 premium over the standard metallics, at £660.

Inside, the Tourer has been updated with the infotainment system first seen on the Mazda 3. It retains the rotary controller and shortcut buttons on the centre console, but the old infotainment screen has been replaced by a larger, tablet-style touch display that’s mounted closer to the driver. Controlling the assorted functions is relatively easy, and you can either use the touchscreen at all times or the controller, or you can switch between the two.

The dash design looks neat and the cabin is well built, but some of the plastics used feel cheap compared to those in the VW and Ford, while the blocky trip computer display looks a little dated compared to the Mondeo’s TFT screens. Overall, though, the Mazda is logically laid out and easy to get along with, even if it can’t quite match the VW’s executive car feel.

Despite its size, the Mazda 6 Tourer doesn’t feel big or ungainly to drive. Instead, there’s a great driving position with good all-round visibility. The petrol engines feel the most athletic, with good response and smooth power delivery, but the diesels are the standouts here.

The powerful 173bhp diesel paired with the six-speed manual transmission is the fastest, with a 7.9-second 0-62mph time that’s achieved in a quiet, refined manner. Yet the other engines aren’t sluggish, either. The ride is comfortable and body control is good, too, showing that the Mazda 6 has been engineered with a fun driving experience in mind.

The Tourer feels rapid, while the smooth-shifting auto gearbox helps keep the engine on song. If you want to take manual control, you have to use the gearstick, as there are no steering wheel-mounted shift paddles.
On the road, the Mazda delivers decent comfort, although it does have a bias towards sporty handling.

That means it’s a bit more fun to drive than its rivals, with sharp turn-in and decent feedback from the communicative steering. The softer suspension set-up of the SE-L model means there’s some body roll in bends, but once the car is in a turn, it feels settled and doesn’t pitch or wallow.

On the motorway, the 6 is hushed and has a smooth ride, with only a hint of the car pitching fore and aft over expansion joints.

And while the soft suspension helps to iron out bumpy urban roads, it does mean there’s more chance of scraping the front apron when negotiating speed bumps.

Unlike the VW Passat, the Mazda has been tested by Euro NCAP. It earned five stars in 2013, while its percentage scores are similar to its rivals’ here. However, if you want kit such as city stop braking or adaptive cruise, then you can only add them as pricey option packs on the top-spec Sport Nav model.

We’ve heard a few stories about issues with the 6, but the facelift should help smooth out any past production problems. It came 49th in our Driver Power 2015 satisfaction survey, and owners seemed happy with the car’s reliability, while its performance, handling and comfort all fared well. In fact, the lowest score it earned was for in-car tech, but this will definitely improve with the updated model.

Plus, Mazda’s dealers have a good reputation, beating VW and Ford’s networks in our most recent poll.

Open the car’s tailgate, and there’s 522 litres of space available. That’s 22 litres more than in the Ford Mondeo Estate, but a huge 128 litres behind the VW Passat Estate’s capacity. Like the VW, the Mazda has a slight lip, but the boot latch has a protective flap that covers it and prevents items from being scratched when loading and unloading.

Another neat feature on the 6 is that the load cover is attached to the tailgate under the rear windscreen. This means it moves up and out of the way every time you open the boot, so you don’t have to move it out of the way manually.

Like in the Passat, there are levers in the boot sides that fold the rear seats down in one action. They fold almost flat, but the seatbacks are a bit heavy to move back into position; you need to push them hard to lock them back in place. At least the seatbelts can be held back in handy restraints that stop them getting trapped in the mechanism.

The rest of the cabin is pretty spacious, although the Passat has more rear legroom and there isn’t as much storage, with shallow door bins, a reasonable glovebox, an armrest bin and two small cup-holders.

So does this ‘SkyActiv’ fuel-saving stuff actually work? The 6 Tourer proves that it does, posting great mpg figures and low CO2 for low tax bills. The 148bhp 2.2-litre diesel engine is the most efficient, returning 64.2mpg and 116g/km of CO2. You need the mid-level SE-L to achieve these numbers, though, as it comes with the new i-Eloop regenerative braking system.

That’s an improvement of around 18 and 21 per cent compared to the outgoing model but, more importantly, puts it ahead of the Ford Mondeo Estate 2.0-litre diesel’s 57.7mpg and 129g/km. It takes the smaller 1.6-litre diesel Mondeo Estate to better the Mazda’s figures, with the smaller-engined Ford managing 65.7mpg and 114g/km of CO2. The Honda Accord Tourer can’t match this, either, with its best of 51.4mpg and 143g/km. 

MINI One D

 

MINI One D mixes shining fuel economy with a fun drive and a big hit of MINI style. While the MINI One D looks great, is very economical and drives well, the more punchy Cooper D is worth the extra £1,560 cash. For that money you not only get more kit, but the extra power means you can exploit the MINI’s brilliant chassis that little bit better, which makes it more fun, and that’s what a MINI should be.  

The new MINI was named Auto Express Car of the Year for 2014 and now we've driven the new entry-level diesel MINI One D for the first time.

The MINI One D starts at £14,890, which is £1,560 less than the Cooper, and shares the same 1.5-litre three cylinder turbo diesel engine. The only difference being that the powerplant is detuned from 114bhp to 94bhp.

The One D also comes on 15-inch steel wheels, though you can upgrade to the Cooper’s 15-inch alloys for cost of £300. So in effect, like for like, you’re saving £1,260 for an 18 per cent loss in performance.

But even in the lower state of tune the diesel is a gem. Start it up and you’d be forgiven for thinking it was actually a petrol, as it’s that quiet. Only those outside the car will be able to make out the tell-tale diesel clatter – and even then it’s faint.

When you are driving you don’t notice it at all, unless you rev the engine to over 4,500rpm. But there’s little point doing that anyway unless you are attempting to verify the car’s 11-second 0-62mph sprint time. Actually, under normal driving conditions the One D feels quicker than this number suggests. You can thank the 230Nm of torque for that.

In everyday driving the car provides ample pace. At motorway speeds, however, you can just about notice the 40Nm deficit compared to the Cooper, as overtaking is more likely to require a changing down a gear. At least the six speed manual’s positive mechanical feel makes it pleasant to use.

The One fights back against the Cooper with slightly superior economy, though the 3mpg improvement over the Cooper isn't anything to get overexcited about. Out on our 25-mile test drive on a variety of roads we averaged 55mpg. Quite a bit off the claimed 83mpg, sure, but not bad for real world driving.

In terms of handling there is no difference between the two cars as they share the same chassis settings, which means the One is just as responsive and darty. And it’s this point which actually forces the issue. The MINI’s fun handling is better complimented by the slightly more powerful engine in the Cooper D.

Were we talking about a diesel powered Volkswagen Polo or Vauxhall Corsa a 20hp deficit would matter not. But here it does. After all, with a MINI you are already making a few compromises. You are not only paying a premium, but also forsaking rear passenger and boot space in order to have a car which is more fun to drive than a normal supermini.

Key specs:

• Price: £14,370
• Engine: 1.5-litre 3cyl turbodiesel
• Power/torque: 94bhp/230Nm 
• 0-62mph/top speed: 11.0 secs/118mph
• Economy/CO2: 83.1mpg/89g/km