Aston Martin V8 Vantage

 

The Aston Martin V8 Vantage is one of the best-looking cars on the road, and it's a treat to drive as well.

 

Instantly recognisable and still one of the most beautiful cars on the road, the Aston Martin V8 Vantage is an industry pin-up.

Aside from the Cygnet city car, the Aston Martin V8 Vantage is the entry point to Aston's luxury sports car range. It's been on sale since 2006, but it still looks great, and constant revisions and updates mean the V8 Vantage is still able to compete against rivals such as the Jaguar F-Type Coupe and Porsche 911.

The latest model has a 4.7-litre V8 that makes 420bhp, and it's offered with a six-speed manual or Sportshift automatic, although the latter takes the edge off the driving experience. If you want a luxury GT for two that makes you feel a million dollars every time you drive it, then the British-built V8 Vantage is an excellent choice.

Keeping the nine-year-old Vantage on the radar of buyers has been no easy task for Aston Martin, but a succession of special-edition ‘N’ models has helped. The latest N430 takes the tried and tested approach of adding more power and a few exclusive extras to give the Vantage added allure. The N430 commands a premium over the standard V8 Vantage, but offers the same 430bhp output as the more expensive Vantage S – making it something of a bargain in Aston terms.

Our choice: Aston Martin V8 Vantage.

It’s hard to believe that nearly a decade has passed since the Vantage burst on to the scenes. It’s testament to the original Henrik Fisker design that it still turns heads wherever it goes.

Key to the Vantage’s timeless appeal has been its simplicity. The profile is constructed with clean, precise lines that perfectly intersect where they cause the least visual clutter. The proportions are millimetre perfect, whichever angle you view the car from, while details such as the distinctive tailgate spoiler and front wing air vents are effortlessly integrated into the design.

The passage of time, however, has not been as kind to the interior. Where the rival Jaguar F-Type excites with its bespoke switchgear and attention to detail, the Vantage looks and feels like a car from another generation.

Aston quite rightly emphasises the fact that every Vantage is hand-made – and it’s a tribute to the assembly team that it all works as it should. But look beyond mere functionality, and this car starts to lose its appeal. Such has been the advance in cabin quality over the past five years that the Aston’s hand-me-down switchgear and controls are starting to look fairly ancient.

The V8 Vantage is powered by a thunderous 4.7-litre V8. Although relatively old when compared to newer engines now offered by the likes of Porsche, Mercedes and Audi, it still has a healthy slug of power and loves to be put to be work. The Aston really wants you to push it to get your entertainment’s worth: peak power is locked away at the top of the rev range, and it's a similar story with the maximum torque figure.

While driving purists rightly celebrate the fact that you can still buy a supercar with a manual transmission in 2014, the box feels increasingly cumbersome in an era of near-perfect semi-automatics. Unless you crave the ultimate control of a three-pedal set-up, you’ll find the heavy shift and ponderous clutch a real burden – especially when driving in traffic.

The downside is a slightly firm ride, but despite this the Aston is a car that inspires confidence and delivers plenty of feedback through the controls.

Having been around for nearly 10 years, the Vantage is a very well sorted car. Any early problems and niggles have long since been resolved and it enjoys a healthy reliability record. Like the rest of the car, the engine is an established design and isn’t particularly stressed in day-to-day motoring.

As with all hand-built cars, there’s always a margin for human error, but the staff at Aston Martin’s state-of-the-art Gaydon factory in Warwickshire certainly know how to put a car together, with problems few and far between.

Simply opening the door is an experience to savour – it swings out and up on gas struts, revealing expensive materials, gorgeous lighting and an excellent seating position.

The clunky flyaway handbrake by the driver’s door feels like an anachronism in the current era of electric parking brakes, while the steering column could do with more adjustability.

There's a DBS-style centre console, and the last set of revisions got rid of most of the Ford switchgear, although what's left doesn't detract from the air of sophistication. The Vantage is a strict two-seater, but the hatchback rear end ensures it’s almost as practical as more mainstream models.

No surprises here: keeping an Aston Martin on the road is not a cheap business. Thanks to around 20mpg economy and a £500-a-year road tax bill, you’ll need deep pockets to keep the wheels of your V8 Vantage turning. Add in group 50 insurance and thumping tax liabilities for business users, and you can begin to understand why cars like this are fairly exclusive.

Nevertheless, Aston Martin has made great strides over recent years to make aftercare as affordable as possible, and has introduced a fixed-price servicing scheme as part of this. However, owners will pay £651 for the first 10,000-mile check-up, and £680 for the second, 20,000-mile service.

Mazda 2

 

Mazda 2 aims to take on the supermini elite with good looks, a fun drive and plush interior.

 

The fourth-generation Mazda 2 has a tough job on its hands; not only does it have to compete against the UK’s best-selling car, the Ford Fiesta, is goes up against the Vauxhall Corsa, VW Polo, Peugeot 208 and even the Audi A1 and MINI 5dr.

Taking cues from the CX-5, Mazda 6 and Mazda 3, it features a chiseled exterior and a plush interior with more space and a bigger boot than before – thanks to an 80mm increase in wheelbase. It’s great fun to drive, too, thanks to its low kerbweight, agile chassis and a range of brand-new SKYACTIV engines and transmissions.

A punchy yet efficient new 1.5 SKYACTIV-G petrol is available in three power outputs and with new six-speed manual or automatic gearboxes, while the new 1.5 SKYACTIV-D is only available with 104bhp and a manual gearbox, but returns incredible fuel economy and CO2 emissions of 83.1mpg and 89g/km – putting it among the cleanest cars in its class.

The Mazda 2 is packed with technology, too, including a head-up display, a seven-inch central touchscreen with excellent smartphone connectivity and safety kit including an auto brake function and lane departure warning.

Our choice: Mazda 2 1.5 SKYACTIV-G SE-L 90.

Mazda has applied its Kodo design language to the new 2, and as a result it looks very much like a scaled-down version of the 3 family hatchback. There’s the familiar trapezoidal grille treatment that features the brand’s chrome-finished ‘wing design’ insert first seen on the facelifted 6 saloon.

Elsewhere you’ll spot the bold creases and curves along the car’s flanks, the swooping roofline and the steeply rising waist. It looks a bit heavy-handed and bulbous at the rear, but overall the 2 is a smart and distinctive small car.

All models get body-coloured door mirror housings and a subtle tailgate spoiler, while SE-L models can be identified by 15-inch alloys and front foglights. Flagship Sport versions pack the most kerb appeal courtesy of their larger 16-inch wheels, LED daytime running lights and colour-coded grille insert.

The eye-catching design continues inside, where Mazda has attempted to push the 2 upmarket. For instance, the neatly styled dashboard gets a trio of eyeball air vents (the fourth is cleverly hidden in the facia below the infotainment touchscreen) that feature controls with an Audi-style, metal-effect knurled finish. Another highlight is the large speedometer flanked by digital readouts for the rev counter and trip computer.

Yet while the cabin looks smart and is robustly constructed, it can’t match the Volkswagen Polo for premium appeal. There are few soft-touch materials, while the plastics covering the top of the dash and door trims look and feel a little low rent. Also, the rear doors shut with a tinny clang.

On the plus side, soft leather covers the steering wheel and gearlever, while the switchgear feels sturdy in its operation.

Two all-new engines have been developed for the Mazda 2. The 1.5 SKYACTIV-G - available with 74bhp, 89bhp or 113bhp, and with a new six-speed manual or six-speed auto – does without a trendy turbo but has a compression ratio of 14:1 (the highest of any naturally aspirated petrol engine), a strategy that Mazda insists delivers better real-world economy. The figures certainly back that up.

The 1.5 SKYACTIV-D is only available with 104bhp and a manual ‘box – as with all supermini diesels, it’s difficult to justify the extra cost, but it offers decent performance and refinement.

The petrol engines really encourage you to drive hard, and you’ll be rewarded with near-hot hatch levels of performance in even the 89bhp version. The engine revs freely and has good response, but when you push it hard it sounds a bit uncultured and old-school. It’s perfectly civilised when cruising at lower speeds, though. The entry-level 74bhp petrol is adequate enough but it needs to be worked hard. However, like the 89bhp, once up to speed the entry-level petrol cruises well.

The diesel has an incredibly linear power delivery for a turbocharged engine and stays refined even when you ask it to rev.

The steering could do with some more feel and weight in corners but its direct and fast enough to let you string a series of corners together smoothly and with plenty of confidence. The manual gearshift, as with all Mazdas, is reminiscent of the MX-5's with a short, sporty throw and a satisfying click as you select each gear.

Hit a pothole in the version equipped with 16-inch wheels and you’ll know about it – as you’d expect with a car with this level of pizzazz, the ride is best described as sporty. But otherwise the driving experience is refined and comfortable enough to make the 2 an excellent long-distance car, not just an urban runaround. The 2 is also impressively quiet and composed on the motorway, with little wind or road noise.

Mazda has forged a strong reputation for building durable cars, and that’s backed up by the manufacturer’s excellent ninth-place finish in our Driver Power 2015 owner satisfaction survey. In addition, while the 2 is a new model, many of its mechanical and electrical components have been proven in other cars in Mazda’s line-up. The marque’s garages finished a less impressive 14th in our most recent dealer survey.

Despite being a new design, the 2 was awarded a four-star Euro NCAP crash test score. The testers marked it down for not having autonomous emergency braking as standard – although this is included on the flagship Sport. All models get six airbags, while the SE-L and above add lane departure warning and a speed limiter function. Blind spot monitoring, cross traffic alert and a head-up display are part of the £400 Safety Pack, but this is available only on the range-topping 113bhp Sport Nav.

By stretching the wheelbase by 80mm, Mazda has managed to boost interior space in every direction. There’s more room in the back than a Ford Fiesta, and while two six-footers will probably struggle to sit one in front of the other, you could just about fit five adults at a squeeze. The new Hyundai i20 just has it beaten on interior space, though. There’s a large glove box in the front, along with door pockets shaped to hold large bottles.

The deep boot means you have to lower objects down into it, but the trade-off is much more space than before. There’s 280-litres with the rear seats in place, or 960-litres with the folded down (10 and 14-litres less than the Fiesta respectively, but 30 and 173-litres more than its predecessor). However, there’s a nasty step up in the boot floor when you fold the rear seats.

Ergonomics are spot-on, too; the range of adjustment for the front seats and steering wheel is superb, while the pedals are nicely positioned without any offset. As it’s only-offered as a five-door model, getting in and out of the rear seats is simple.

Mazda likes to think of itself as an honest car company, more interested in giving customers real-world fuel savings than focusing on spectacular results in the official EU economy cycle. That’s why its strategy is based around high-compression naturally-aspirated petrol engines rather than following the turbocharged, downsizing trend.

As a result its engines aren’t the cleanest in the class, but they are pretty close. The entry-level 74bhp version of the 1.5 SKYACTIV-G returns economy and CO2 emissions of 60.1mpg and 110g/km. Our pick and likely to be the most popular model is the 89bhp version, which returns 62.7mpg and 105g/km with the five-speed manual gearbox or 58.8mpg and 112g/km with the six-speed auto.

The range-topping 114bhp petrol is only available with a six-speed manual gearbox and returns 57.6mpg and 115g/km. The cleanest model in the range, and by quite some distance, is the 104bhp 1.5 SKYACTIV-D, capable of 83.1mpg and 89g/km – identical to the 104bhp VW Polo 1.4 TDI.

Jaguar XK Dynamic R

 

Final version of Jag's coupe, the Jaguar XK Dynamic R, is arguably the best yet.

 

It's hard to say goodbye to a car we love as much as the Jaguar XK, which ended its nine-year production run last month, but Jaguar has softened the blow with the release of the XK Dynamic R.

Effectively a run-out special that replaces the XKR, it comes packed with equipment and costs £10,000 less than a similarly-specced car would have just a few months ago, and £27,515 less than the range-topping XKR-S. You'll have to be quick to get hold of one, though - once the current dealer stock is gone, you won't be able to buy one.

The 503bhp supercharged V8 engine and six-speed automatic gearbox have been carried over, but you now get the Black Dynamic Pack and Speed Pack as standard. That means stiffer suspension knuckles, springs and dampers from the XKR-S and a 10mm reduction in ride height, as well as a top speed raised from 155mph to 174mph, a larger front splitter, spoiler and side skirts, plus a performance exhaust.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Interior fit and finish is still first rate with lashings of chrome and piano black trim, while a rising gear selector adds a dash of drama. The Dynamic R has 20-inch Vortex diamond-turned alloys with red calipers as standard, and gloss black Vulcan rims are optional.

We’ll miss the XK’s curvy styling, bellowing V8 and huge performance, so it’s fitting that Jaguar saved our favourite version of the XK for last.

Key specs

• Price: £69,950
• Engine: 5.0-litre V8 supercharged
• Power/torque: 503bhp/625Nm
• Transmission: Six-speed auto, rear-wheel drive 
• 0-62mph: 4.6 seconds
• Top speed: 174mph
• Economy/CO2: 23mpg/292g/km

Toyota Land Cruiser

 

 

The Toyota Land Cruiser is the ideal car for when the going gets tough, and is cheaper than its rivals, too.

The Toyota Land Cruiser is a very capable and reliable 4x4. If you’re one of the few who genuinely need off-road ability, then it is still a great choice, and this update makes it marginally better than before. However, for everyone else the changes don’t go anywhere near far enough. Compared to modern 4x4s like the Land Rover Discovery, the trusty Toyota Land Cruiser is simply too agricultural.

As with the US company Jeep, the Toyota Land Cruiser comes from a military background. The original Toyota BJ was created during the Korean War, and from 1954 it became known as the Land Cruiser. Over the decades it has grown in size and luxury, but it’s never lost its all-terrain abilities.

Few cars can match the Land Cruiser for road presence. It’s marginally shorter than the Land Rover Discovery, but it’s taller, and while the Land Rover’s distinctive roof line step is a neat design touch, the Land Cruiser is pure SUV, thanks to its ‘two-box’ design and tall ride height.

Bulging wheelarches, chunky roof rails and running boards – essential kit for smaller occupants to get on board – only add to the SUV look, while the 2013 facelift added full LED lamps front and rear. These include super-bright daytime running lights, and when you combine them with the huge five-bar chrome grille the Toyota looks imposing – although you’d struggle to call it pretty. Inside, the Land Cruiser delivers the kind of old-school luxury you’d expect from a Lexus LS 600h. Top-spec Invincible models get plush leather, while wood trim on the wheel and dash is designed to give an upmarket touch, although this looks a bit dated.

Thankfully the beige leather is optional, and it’s best avoided if you plan on heading off-road as it’ll show dirt very easily.

The dash looks a bit messy - there are two air vents on top of the centre console, a bank of buttons and dials for the climate control below the standard sat-nav screen, and a big rotary selector, levers and buttons that operate the off-road modes.

In the back there’s another set of climate controls for the rear seats, while the Invincible gets a standard-fit Blu-Ray entertainment system with a drop-down screen in the roof.

There's just one engine in the Land Cruiser line-up – a 3.0-litre diesel with 187bhp. The smooth unit does a good job of lugging around the huge weight but it never feels particularly brisk.

It's also feel quite rough compared to the smoother six cylinder diesels you get in off roaders from Land Rover, Mercedes and BMW. Its not particularly brisk either - acceleration from 0-62mph takes 11 seconds.
Through corners the Land Cruiser feels like a tall, heavy car. There's a fair amount of lean and the steering could do with being a bit sharper. Comfort is generally good, but the car does fidget around on rough surfaces and doesn’t glide up the road in the same way a Land Rover Discovery does. It's worth mentioning though, that off-road the Toyota is excellent.

It has a low ratio gearbox and lockable centre differential for improved traction. Plus Toyota’s legendary reliability means that you can depend on the Land Cruiser to not only take you into the wilderness but also get you back out of it.

Euro NCAP hasn't yet crash tested the Land Cruiser but it's worth assuming it would perform incredibly well because of its seven standard-fit airbags and stiff body.

Toyota has an exemplary reliability record, and the Land Cruiser shouldn’t let you down in even the most extreme conditions. If it does, you can expect first-class treatment from your dealer, plus there’s five years’ warranty cover.

There are seven airbags, and off-road settings for the electronic stability control. Other electronics display the car’s body angle, steering direction and power distribution.
The Invincible has lane assist and a rear traffic monitor – handy when reversing such a large car. You can also upgrade to the Safety Pack, which adds adaptive cruise control and a pre-crash safety system for £1,360.

You can get the Land Cruiser with either five seats or seven seats – in the case of the higher specification models the rear most road can be operated electrically. There is plenty of room in the second row thanks to large footwell, impressive leg room and a high roof.

You can slide the second row forward to free up space for those in the rear. In fact there is sufficient room in the back two seats for adults – though only for shorter journeys. Trouble is, with the rear seats in place the capacity of the impressive 620-litre boot is almost reduced to that of a Fiat 500, which means that while you can carry seven people you can’t carry their luggage too.

You need lots of space to swing open the side-hinged tailgate, although the separate-opening glass is handy in tight gaps. Rear suspension can be lowered to boost access, but there’s only a 5cm difference between its highest and lowest settings, meaning there is only a 2.5cm drop from normal.

Practicality is further hampered by the side hinged rear door which swing outwards and makes loading in tight car parking spaces awkward.

Aside from missing leather seats, the base model still comes with plenty of kit, including cruise control, keyless go, air-con and Bluetooth. Go for the range-topper and you'll get heated seats, TV screens in the rear and parking sensors.

Big cars come with big running costs and the Land Cruiser is no exception. The diesel engine manages 34.9mpg combined while CO2 emissions are 214g/km. That means hefty road tax bills. On the plus side however, Toyota does offer a fixed-price servicing plan and residuals of 52 per cent are pretty good.

Chevrolet Orlando

 

The Chevrolet Orlando is the maker's first MPV designed to compete in the British MPV market, and it offers great value for money.

 

The Chevrolet Orlando is a seven-seater MPV that rivals the Ford C-MAX, Renault Scenic and Citroen C4 Picasso. Chevrolet's cars over the past few years have been aimed much more directly at the European market, which means that cars like the Orlando have plenty of appeal to UK buyers. That's especially true when you consider that the Chevrolet Orlando is a well made and cheap alternative to the established MPVs from Renault and Ford. Many buyers may not even know it exists, but thanks to strong engines, chunky styling and a practical interior it's actually well worth a look for a potential MPV buyer.

Our choice: Chevrolet Orlando 2.0 VCDi (130) LT.

The Chevrolet Orlando is a practical family MPV, but it offers something very different when it comes to styling. It's just as stylish as rivals like the Citroen C4 Picasso, with the bold styling and chunky details giving it somewhat of a retro appeal. The large grille, oversized Chevrolet badge and massive door mirrors make the front end very distinctive. Follow the lines down the side and towards the rear and the chunky styling remains, with black trim and aluminium style scuff plates. The small rear window and oversized taillights aren't quite as cool as the rest of the design, though. The interior of the Orlando is at least as good as the Ford C-MAX, and much better than a Renault Scenic, thanks to chrome detailing and some nice black trim.

Few buyers will expect their large family car to handle like a racing car and have performance figures to match, and of course the Orlando stays true to its MPV roots. It's not slow, however, and the 2.0-litre diesel has plenty of shove. It actually produces 128bhp and goes from 0-62mph in just under 10 seconds. The handling isn't too bad either, as the stiff suspension set-up has improved body control around the corners. However, this does mean the Orlando has a firmer ride than rivals like the Citroen C4 Picasso and rough roads can be a bit of a chore for passengers. Visibility is hindered, too, and the light steering doesn't have much feel. Avoid the 1.8-litre petrol engine, as it's thirsty without producing enough power to make up for it. Both the manual and automatic gearboxes are solid and there's no reason to choose one over the other.

Chevrolet managed a decent 20th place in the 2013 Driver Power manufacturer’s rankings, but it’s been steadily rising up the list – it came in last in 2011 and failed to rank in 2012. Orlando owners will benefit from the firm’s improvements when it comes to reliability, then, but the car itself didn’t manage to rank in the customer satisfaction survey’s list of the top 100 cars. You do get a five-year warranty with servicing and breakdown cover, however, which should provide peace of mind. Some of the interior parts do feel cheap and flimsy, however, so the Orlando might not stand up to family life as well as some sturdier models on the market. The Orlando scored the full five stars for safety in the Euro NCAP crash tests, thanks to equipment like ESP, traction control, braking assist, Isofix child seat fittings and six airbags as standard.

Practicality is where MPVs shine, and the boxy shape of the Chevrolet Orlando means it's just as good as you might expect. Fold down the rear seats and you’ve got a huge 1,499-litre load space, but put them back up and you only get 89 litres of space - it seems you'll have to choose between passengers and luggage. Access to the rear seats is easy enough, but the headroom in the back could be better. You do get an extra mirror to keep an eye on the kids in the back, which is a neat touch, as well as a cubbyhole behind the front of the stereo for storing your MP3 player.

We'd almost always recommend diesel engines for MPV buyers, and the 2.0-litre, 128bhp diesel in the Orlando is the one we'd go for. It returns 47.1mpg whilst emitting 159g/km of CO2, and although that can't beat the Citroen C4 Picasso or Ford C-MAX, it is quicker and packs plenty of grunt, which is an important factor when carrying lots of passengers or cargo. The 1.8-litre petrol engine will return 38.7mpg, and thanks to poor power output it's best avoided. A low list price means the Orlando looks like great value, however – the base spec diesel is around £4,000 less than the equivalent Ford C-MAX. Plus, you'll get Chevrolet’s fixed-price servicing and 100,000 mile or five-year warranty no matter which version you choose to buy.

Lamborghini Gallardo

We get behind the wheel of the facelifted Gallardo to deliver our verdict.

While this end-of-life facelift makes the Gallardo look even more dramatic, the design overall is less cohesive. And with no mechanical updates, the car is now less of a threat to Ferrari sales than it ever was. But driving one is still a delight – if not as rewarding as being behind the wheel of one of its supercar rivals.

A replacement for the Lamborghini Gallardo is expected within 18 months, but that hasn’t stopped the company from giving its entry-level model one final round of updates.

Despite its 10 years in service, the Gallardo’s striking bodywork still has the power to turn heads, so it’s a shame that Lambo has added some of the triangular design cues from the Aventador to the facelifted car. It proves that, sometimes, it’s best to just grow old gracefully.

What Lamborghini should have done is persuade fellow VW Group brand Audi to let it use the R8’s super-slick new S tronic dual-clutch gearbox. The single-clutch e-gear six-speed auto in our test car moves with all the fluidity of a skipping record.

Under hard acceleration, with the box in race mode, you could say the jerky break in torque as the cogs swap adds to the Lambo’s manic character. But there’s no excusing the motion sickness-inducing surges it produces when driving around town in auto mode.

And as there are no other mechanical changes, the car doesn’t have the finesse of the dynamically superior Ferrari 458 Italia and the McLaren 12C.

Even so, this ageing car can still excite, enthral and entertain its driver. Admittedly, the 5.2-litre V10 engine has no more power than before, but 553bhp is still impressive.

Driving a Lambo is always a sensory experience, and the all-wheel-drive grip and VW Group build give reassurance in their respective ways.

For some people, the Gallardo will still tick all the supercar boxes, but there’s no getting away from the fact that the old girl is due for retirement.

Key specs

• Price: £164,444
• Engine: 5.2-litre V10
• Power: 553bhp
• Transmission: Six-speed single-clutch automatic
• 0-62mph: 4.0 seconds
• Top speed: 201mph
• Economy: 20.0mpg
• CO2: 330g/km
• Equipment: Climate control, sports seats, sat-nav, leather

Chevrolet Captiva

 

The Chevrolet Captiva has plenty of space and kit at a reasonable price and updated version is more refined and better to drive.

 

The first-generation Chevrolet Captiva offered buyers a lot of car for their money. It was a large, seven-seater SUV with powerful diesel engines and decent off-road capability thanks to its four-wheel-drive system. A facelift in 2011 brought revised looks and simplified the engine line-up down to just a single diesel.

Two models are available: an entry-level, five-seat, two-wheel-drive version and a high-spec, seven-seat, four-wheel-drive one. Although all Captivas are comfortable and well equipped, they don't lead the class when it comes to efficiency and the range-topping LTZ specification can be quite expensive.

Our choice: Captiva LS 2.2 VDCi 5-seat manual.

The 2011 facelift greatly improved the original Captiva's somewhat anonymous looks, and it's now one of the more handsome family SUVs you can buy. A large square grille, rugged plastic body mouldings and black roof rails all help it to stand out in suburban car parks, but some may find the aggressive styling a bit full-on for their tastes.

Both the LS and LT models come with 17-inch alloy wheels as standard, while the range-topping LTZ sports larger 19-inch rims as well as aluminium skid plates, full leather upholstery, dark privacy glass and fog lights. The entry-level LS seems quite spartan by comparison – it does without items such as cruise and climate control. Also, the design of the cabin feels dated and material quality isn't on par with what you'll find in rival models.

A stiffer suspension and thicker anti-roll bars were among the additions made as part of the 2011 facelift to improve the Captiva's handling. You still wouldn't call it a fun car to drive, however. Although the Captiva handles well, it lacks the poise of the best handling SUVs on the market. On the plus side, the 2.2-litre diesel engine is smooth and powerful in either 161bhp or 182bhp form.

Models with four-wheel-drive get standard hill-descent control and grip better in slippery conditions, but aren't noticeably quicker than the two-wheel drives. We normally prefer manual gearboxes, but the Captiva's notchy six-speed manual transmission means the automatic is the one to go for here, even if it can occasionally be slow to respond.

Safety is a strong point for the Captiva – it scored the maximum of five star in the Euro NCAP crash test and packs plenty of standard safety equipment. Hill-start assist, hill descent control and traction control also boost safety in wet or muddy conditions. Mechanical reliability is generally good, but some buyers may be disappointed at the less-than-robust nature of the interior fit and finish.

If your priority is boot space, choose the five-seater Captiva. It can hold 465 litres of luggage with the rear seats in place or 1,565 litres with them folded down. The seven-seater model's boot space obviously suffers with all three rows of seats in place, but you can fold the rearmost chairs into the boot floor, so it's pretty. Adults would be advised to avoid the boot seats for all but the shortest of journeys, but they're ideal for kids. Plus, the middle row seats tumble forward to give easy access to the rearmost row. This useful feature is absent on some of the Captiva's key rivals, such as the Hyundai Santa Fe.

As a large, heavy SUV, the Captive is unsurprisingly expensive to run, with relatively high emissions and poor fuel economy. The lower powered entry-level model should return around 44mpg and emits 170g/km of CO2, but if you choose an automatic gearbox, those figures drop to 36.6mpg and 203g/km respectively.

On the plus side, you can take care of warranty cover, breakdown assistance and servicing in one package thanks to Chevrolet's five-year Triple Care scheme. The Captiva's residual values are less positive, however – you can only expect it to retain a third of its value after three years of ownership.

VW Amarok Ultimate 2015

 

Extra kit for this limited edition Volkswagen Amarok Ultimate doesn't quite offset high price.

 

Most commercial vehicles are long on dependability and a bit short on luxury, but the Volkswagen Amarok pick-up has always bucked that trend by blending an SUV style interior with refined road manners – and now with this Amarok Ultimate limited edition, there’s an even higher level of equipment on offer, too.

Just 500 of these Ultimate versions will make it to the UK, and you can tell it apart from lesser models thanks to an Amarok first: LED running lights as part of the bi-xenon headlights. There’s also a set of 19-inch polished alloy wheels and some extra, bright trim parts and window tints to complete the look. Its rugged design is highlighted by the chrome rear bumper, load bay bar and grille strips, which give the Amarok even more presence.

The makeover continues inside with Alcantara seats (heated in the front), a leather steering wheel, Bluetooth, sat-nav, front and rear parking sensors and a reversing camera to help when manoeuvring the VW’s sizeable bulk.

Being based on the standard Amarok BiTDI, the Ultimate has the performance to back up its looks. Under the bonnet there’s a 178bhp 2.0-litre twin-turbodiesel engine available with either a six-speed manual or an eight-speed DSG auto box. We’ve driven the manual version here, which makes 20Nm less torque than the auto at 400Nm, but there’s still lots of smooth load-lugging ability on offer.

The 0-62mph sprint takes 11 seconds, but it’s more about in-gear acceleration. The motor is very flexible and doesn’t transmit many vibrations through to the cabin. It’s noisy if you rev it hard, but change up early and, along with cruise control, long distance journeys are dispatched easily.

There’s ample legroom in the double cab body style, but with a 2.5m square load bay and a 3,000kg towing limit, the VW is equally at home when it’s being pressed into service. Selectable four-wheel drive and a low-range gearbox mean it’s just as impressive off-road.

It feels robust, with a composed ride compared to some of its rivals. However, slow steering means you have to work the wheel, but a light clutch ensures it’s easy to drive around town. However, a high price and poorer efficiency at 35.3mpg and 211g/km CO2 means the Amarok will be costlier to buy and run compared to newer rivals like the Mitsubishi L200. As a working vehicle, this could hold it back.

Key specs

• Price: £36,504
• Engine: 2.0-litre twin-turbo diesel
• Power/torque: 178bhp/400Nm
• Transmission: Six-speed manual, four-wheel drive
• 0-62mph: 11.0 secs
• Economy/CO2: 35.3mpg/211g/km

Jaguar XF S 2015

Jaguar XF saloon has two tough acts to follow in the new XE and its predecessor, but it delivers.

While Jaguar’s new XE is getting all the column inches and flashy TV adverts at the moment, the British brand knows the larger XF is where its reputation is at stake.

Why? Well, although the XE was always going to be a big step up from the X-Type, the new XF has to replace a car that arguably created the modern-day Jaguar. Improving a successful recipe is tricky – especially for a small company with big ambitions.

Don’t expect a total rework, though. Behind all the ceremony of the XE’s launch, Jag’s engineers have been quietly hard at work taking all the good things that made the XF successful and steadfastly tweaking them. The car improves in all the areas you’d expect: it’s lighter thanks to new aluminium-intensive architecture shared with the XE, there’s a wealth of new tech and safety kit, it’s roomier and a range of new, more efficient engines also features.

Plus, he new XF allows Jaguar to attack the all-important fleet market in a way it has never done before – engaging in an all-out war with the likes of the Mercedes E-Class, BMW 5 Series and Audi A6. Previously we got our first taste of the predicted bestseller and the one fleets are expected to lap up – the 104g/km 2.0d fitted with one of Jaguar’s new Ingenium engines. It’s a strong performer, but we came away from our drive thinking that it’s the engine you’d buy with your head, not with your heart.

Knowing that fleet buyers aren’t the be all and end all, the brand is also offering a tweaked version of the old XF’s 3.0-litre V6 diesel, which will tickle not only the more well heeled company exec, but also the droves of private buyers Jag wants to appeal to. It’s a familiar JLR engine, yet here in the XF (with 296bhp and a whopping 700Nm of torque), it’s being viewed as one of two performance units on offer from launch.

We sampled the powerful diesel in super-posh Portfolio trim (pictured), but in the UK, it can only be ordered in range-topping sporty S trim – joining the other racy S with a thumping 3.0-litre supercharged V6 petrol engine from the F-Type. All S models get a unique bodykit, including bigger front grilles and a discreet boot lip spoiler. Trick Adaptive Dynamics are standard, too, as are two-tone, 19-inch rims and red brake calipers.

With power and torque figures like that, it’s hardly a surprising conclusion that the 3.0 TDV6 rightly wears the S badge. From as little as 2,000rpm, the full 700Nm of torque kicks in – delivering 0-62mph in just 5.8 seconds. Push on, and the familiar Jag V6 growl appears, providing an aural pleasure the 2.0-litre lacks. The V6 diesel only comes with a ZF eight-speed auto box, which fires through the gears. Pull on the paddle to change down, though, and it sometimes hesitates, yet it’s admittedly a small niggle.

It won’t break the bank to run, either, with 51.4mpg economy and CO2 emissions of 144g/km slotting the XF S 3.0 TDV6 into the 26 per cent Benefit in Kind tax bracket. For comparison, the super-frugal hybrid Lexus GS 300h falls into the 17 per cent band and is exempt from the diesel surcharge.

The rest of the package is equally impressive, too. Jag has worked hard on making the XF top of the class for driver fun, and it easily rivals the 5 Series for handling prowess. The steering is weighty and crisp, while the double-wishbone suspension at the front and a new system called ‘Integral Link’ at the rear give near-flawless ride quality.

Behind the F-Type-style wheel is a nice place to be, too. It’s roomy up front, but while the build quality is a welcome step up from the old car, it lags a little behind the A6 for perfection.

It’s much the same case with the eight-inch infotainment screen (our car had the larger 10.2-inch system) that features Jag’s InControl Touch system – you can’t help but feel BMW’s iDrive is a little bit slicker.

Land Rover Discovery

 

Luxurious Land Rover Discovery is fantastic all-rounder that's big, bold and brilliant to drive on and off-road.

 

The Land Rover Discovery is a firm favourite of ours, having taken numerous class victories in our New Car Awards over the years. It balances refinement and luxury with go-anywhere ability.

It’s clear that the Land Rover Discovery sticks to a tried-and-tested formula. The current car can trace its roots back to the Discovery 3, which was launched in 2004, but constant development has kept the 7-seater at the top of its game. The 2014 model dropped the '4' from its name (it was called the Land Rover Discovery 4) and got a series of minor tweaks to its appearance in a bid to keep it at the front of the full-size SUV class.

Overall, the Discovery’s design hasn’t changed for 2015 – instead, Land Rover has turned its attention to the interior, upgrading the specification. The in-car tech isn’t as clever as the XC90’s, but the brand’s new £350 InControl option allows you to use apps on your Apple or Android smartphone via the in-car screen. On the mid-range SE Tech model there’s also sat-nav, parking sensors, cruise control, DAB and Bluetooth.

The fourth-generation Land Rover Discovery may well be the ultimate all-rounder. It mixes a relaxing driving experience with a pair of punchy diesel engines and a cabin that boasts luxury car quality with lots of space and seven seats.

Oh, and it's also one of the most capable off-roaders on the planet. It isn't cheap and not sporty to drive like a BMW X5, plus there are doubts over reliability, but this is the Swiss Army knife of cars.

Our choice: Discovery 4 3.0 SDV6 XS.

Constant evolution has kept the Land Rover Discovery looking fresh, although it’s helped no end by the distinctive, simple lines that give it a timeless appearance.

The tall bonnet, big headlight clusters and bright silver grille mean you’ll definitely see this SUV coming in your rear view mirror, and together with the expansive glass windows, chunky arch extensions and sills, plus massive 20-inch wheels, the Discovery looks imposing.

There are lots of traditional Land Rover design features, such as the clamshell bonnet and split tailgate, that add some extra visual impact and practicality, but overall, the look is more biased towards its off-road roots, hinting at this car’s considerable go-anywhere ability.

Like the exterior design, the Discovery’s cabin is more utilitarian than the rival Volvo XC90’s, but all of the gadgets are nicely integrated nonetheless. The infotainment screen is smaller and the graphics have a lower resolution – it takes longer to respond to your inputs than the Volvo’s tablet as well, but the familiarity of the system means it’s easy to use.

Leather trim comes as standard, and adds an upmarket air, but the Land Rover’s build quality still feels robust and up to anything you can throw at it, mixing refinement and sturdiness nicely.

The car feels more upmarket than the Toyota Land Cruiser and has a more modern design, while the fit and finish are first-class. There’s a premium feel to all of the switchgear and comfortable seats in all three rows.
All the panels have tight gaps, and with its chunky, angular proportions has the feeling of a very expensive Tonka toy that makes it more appealing than an Audi Q7.

The Land Rover Discovery has a single 3.0-litre V6 twin-turbodiesel on offer, with a healthy 252bhp on tap. This makes the Discovery good for 0-60mph in just 8.8 seconds.

The standard eight-speed auto is a big help to the car's on-road performance. Shift paddles allow you to take manual control of the box, but these seem surplus to requirements as the electronics do a good job of keeping you in the right ratio most of the time.

The soft chassis set-up on the air-suspension model makes for incredible long-distance comfort, but the Disco’s weight and height mean the body rolls heavily in corners, even at moderate speeds. There's quite a bit of wind noise, though.

Venture off the beaten track, and the Discovery demonstrates another level of ability; it’s fantastic. Simply raise the air-suspension to off-road mode and switch the Terrain Response system to the relevant conditions, and the electronics optimise the 4WD system to suit the terrain. There are centre and rear diff locks, low-range gears and plenty of hi-tech electronics designed to keep you going. You’re likely to lose your nerve before the Discovery gets stuck.

If you do head off-tarmac, then there are some options available that are designed to help you on your way. Wade Sensing checks the depth of water you’re fording, while the surround camera system relays images from four cameras, whether you’re on or off the road.

Land Rover is a perennially poor performer in our Driver Power satisfaction surveys, and its 2015 result proved no different. It ranked as the 29th brand out of 32, while its dealer network’s performance was consistent with this, finishing 28th in our most recent poll. As the Discovery has been on sale for more than 10 years now, most problems should have been ironed out – the Mk4 model tested here was voted the 68th best car to live with in our Driver Power 2015 top 200. Owners praised its ride quality and practicality. However, the results also show reliability can be patchy.

With one more airbag than the XC90, the Land Rover should be safe. As it’s basically unchanged from the Mk3 model, the last Euro NCAP crash test was back in 2006, where it received four stars overall. Bear in mind the assessment has changed a lot since then, but safety kit has been upgraded to include more airbags, as well as ESP, blind spot warning and reverse traffic alert. So although the Discovery can’t match the Volvo’s long list of hi-tech features, it should be reassuring.

You get a fantastic raised seating position and a first-class cabin. The dashboard has a luxurious mix of leather, wood and soft-touch plastics, plus big chunky air vents. There's lots of room for driver and passengers while hi-tech gizmos like the dual-view centre console screen are desirable. Other options include a set of five cameras that can help you negotiate tight spaces, whether you're in the middle of nowhere or a multi-storey car park.

The two-part tailgate opens to reveal a 543-litre boot, while the lower section doubles up as a handy seat. It also creates a flat boot lip to help loading. The Discovery’s split tailgate is a nice touch, and provides somewhere to sit on family days out, but it’s also quite tall, so you’ll have to lift luggage high to load the boot up. Also, with it down it’s hard to reach in from the outside to put the back seats up.

The manual seat-folding mechanism is clearly labelled and simple to use, although the rearmost seats are a bit heavy. Once up there’s lots of room, despite tight shoulder space, and two adults could easily sit in the back for a long journey.

Passenger space in all three rows is superb, with lots of headroom and storage, while the large glass area and three sunroofs give an airy feel. Getting in and out is easy, thanks to the Access suspension mode, which lowers the car by 5cm from normal driving height.

With a kerbweight of around 2,500kg and permanent four-wheel drive, there is only so much a diesel engine can do. Land Rover claims 32.1mpg, and even with gentle motorway runs we reckon most drivers could manage that.

It posts emissions of 213g/km, which when compared with the likes of the BMW X5 3.0d, is quite disappointing. The BMW manages much better figures - 38mpg and just 195g/km of CO2. Tyres will be expensive to replace and servicing will also be pricey.

For private buyers, depreciation of 58.3 per cent is excellent for such an expensive car, although this is offset by higher servicing costs than for the Toyota Land Cruiser.