Jeep Grand Cherokee SRT

The SRT packs plenty of feel-good factor, with a gargantuan V8 snorting away under the bonnet and its bold and brutish American styling. But even the relative value and decent practicality of this hot Grand Cherokee can't take away from some better rivals. Nearly £64,000 is a lot to pay and it doesn’t drive well enough or feel special enough inside compared to the standard version.

Think of a performance SUV and the Porsche Cayenne and BMW X5M might pop in to your head, but have you ever considered the Jeep Grand Cherokee SRT?

The Jeep Grand Cherokee SRT adds an American flavour to the fast off-roader market by using a blend of technology and brute force to deliver high-octane thrills and SUV practicality.

Jeep’s Street and Racing Technology team has added a huge 6.4-litre HEMI V8 to Jeep’s flagship off-roader, so it now produces 461bhp and can sprint from 0-62mph in five seconds – that’s not bad for a car that weighs almost 2.5 tonnes.

Put your foot to the floor and this burble becomes a full-on roar as the engine unleashes all 461bhp. However, while the Grand Cherokee might talk a good game, its ability tells a different tale, even if you switch the rotary controller to Sport or Track.

The 2,418kg Jeep is pretty hefty, and even though it has adjustable suspension the body control isn’t tight enough. In the softer settings the ride is comfortable but the body is never able to settle over undulating surfaces; in Sport, potholes and bumps thump through the chassis, upsetting the SRT’s cornering line.

Add in slow steering and the fact there isn’t much feedback through the wheel, and you have a car that really has to be muscled through bends, which isn’t enjoyable. The noticeable amount of body roll induces a further feeling of insecurity.

However, there’s no denying the effectiveness of the Grand Cherokee’s engine. Our performance tests show it sprinted off the line and on to 60mph in 5.3 seconds.

The gearbox has eight ratios to use, so each one is fairly short, which gives the SRT good in-gear acceleration, even though the box becomes decidedly jerky under such treatment. Still, the upgraded Brembo brakes deliver decent stopping power, even if the pedal feels spongy.

But even if you don’t hear it coming you’ll definitely see it. A handsome design means the regular Jeep Grand Cherokee is a good base to start from for a pumped-up performance off-roader, and this SRT model wears its styling modifications well.

The first thing you notice are the deeper bumpers, flared wheelarches and gaping vents in the bonnet; along with the 20-inch alloy wheels, slim headlamps with LED running lights and Jeep’s trademark seven-slot grille, they give the SRT a menacing appearance. There’s also still a Stateside look to the Jeep thanks to its proportions and square-set stance.

At the back end there’s a pair of tailpipes that hints at the performance on offer. Further neat exterior details include chrome inserts for the front and rear bumpers, and the grille and window line.

There’s no doubt it’s an imposing car on the road, but the SRT’s sporty side is less noticeable from the inside. The basic layout and materials used are similar to those in lesser Grand Cherokees, although there are a few racier touches splashed around the cabin – including some carbon fibre dash inserts.

As you might expect from a 6.4-litre V8, lugging around just under two tones of high-performance SUV, fuel consumption in the SRT is terrible. Jeep puts the official figure at 20.1mpg and that’s despite a system that shuts off half of the engine’s cylinders under light throttle loads. 

But the astronomical fuel bill doesn’t seem as bad when you consider a Porsche Cayenne Turbo – which is only three-tenths quicker from 0-62mph – costs nearly £30,000 more than the SRT’s £63,995 price-tag. The SRT will depreciate quickly, too – our experts predict the Grand Cherokee will hold on to only 31.7 per cent of its new price after three years. It’ll lose a sizeable £43,696 of its value.

And everything you could ever ask for already comes as standard on the Jeep including part-leather seats, a dual-pane sunroof, a 19-speaker stereo, sat-nav and adaptive cruise control. The only thing missing is the genuine sense of luxury that you get in other European SUVs; the Grand Cherokee still has a few cheap feeling areas in the interior. 

In terms of interior space, the Cherokee is still a great proposition thanks to its boxy body. With the rear seats up the Jeep offers 782 litres. Fold them down and the maximum luggage capacity stretches to 1,554 litres, plus the SRT’s massive width means the square opening is very useful. The button for the electric tailgate is mounted in an odd place inside the boot, though, next to the handy LED torch.Cabin storage is strong. There are two cup-holders next to the gearlever, decent-sized door bins and a good glovebox. You also get extra room under the boot floor and no loading lip, but the load cover sits quite low beneath the window line.

Key specs

• Price: £63,995
• Engine: 6.4-litre V8, 461bhp
• Transmission: Eight-speed auto, four-wheel drive
• Economy/CO2: 20.2mpg/327g/km
• 0-60mph/top speed: 5.3 secs/160mph

Ferrari FF

Ferrari deserves credit for trying something different. The shooting-brake looks will divide opinion, but there’s no arguing with the acceleration and exhaust note. Four-wheel drive makes the performance even easier to access and the FF isn’t as intimidating as a 458, plus it carries four and their luggage in comfort. The only problem is the huge price.

Ferrari’s road car line-up has never been in such good shape. The 458 continues to sweep the competition aside, the California has recently been refreshed, while the spectacular F12 Berlinetta and a replacement for the Enzo are due before the end of the year. And now the mould-breaking FF has arrived in the UK.

This is the first production Ferrari to use four-wheel drive, the first to feature a shooting-brake body and the first to combine Ferrari’s superb seven-speed twin-clutch gearbox with a V12 engine. And what an engine.

It’s related to the Enzo’s 6.0-litre, but its capacity has grown to 6.3 litres. It offers the same 651bhp output but even more torque – so you have truly explosive performance on tap whenever you feel the need.

The engine also serves up the most extraordinary cacophony of sounds, ranging from a sharp bark when you fire it up to a hollow howl at low speeds and an F1-style shriek as you approach the 8,000rpm limiter.

Yet it’s not just neck-snapping straight-line pace that sets the FF apart: it’s the fact that it’s so ridiculously easy to drive quickly. The four-wheel-drive system sends maximum power to the rear tyres until it senses them beginning to slip. At that point, a separate gearbox mounted at the front of the engine (called the PTU) sends power to the front.

It sounds complicated, but it’s a much lighter solution than a traditional four-wheel-drive set-up involving prop shafts and differentials. On the exit of corners, you can feel it clawing at the tarmac and boosting grip.

Flick the steering wheel-mounted Manettino switch to Sport mode and the ESP safety net ensures safe and predictable understeer if you take too much speed into a corner. Turn the electronics off altogether and you’ll get the slightest hint of oversteer before the FF locks back on to your intended line.

The steering is light but always twitching away in your hands, and the FF has the same super-quick turn-in as the 458. But the rest of the package couldn’t be any more different.

Although taut enough to control the body brilliantly, the suspension cushions where a 458’s would crash, and besides some road roar from the massive cross-section tyres, refinement is on par with a Porsche Panamera’s.

The interior isn’t perfect, but still manages to feel sporty and luxurious at the same time. Our main criticisms concern dated sat-nav graphics, the random smattering of buttons around the cabin and paddles that feel a little flimsy compared to those of a Porsche 911 PDK box, but the fit and finish is top-notch.

Two usable rear seats, complete with entertainment screens, and a 450-litre boot (800 litres with the seats down) bolster the FF’s family car credentials.

There’s no ignoring that astronomical price tag, though. And remember, £227,077 is just the base price – our car came with a huge list of extras (such as triple-layer Rosso Maranello paint for £11,040), taking the total up to a staggering £275,827.

Key specs

* Ferrari FF
* Price: From £227,077
* Engine: 6.3-litre V12
* Power/torque: 651bhp/683Nm
* Transmission: Seven-speed dual-clutch, four-wheel drive
* 0-62mph: 3.7 seconds
* Top speed: 208mph
* Economy/CO2: 18.3mpg/360g/km
* Equipment: Stop-start, sat-nav, cruise control, USB port, 20-inch alloys, leather/suede upholstery, rear entertainment screens

Jeep Cheroke Limited 2015

New 2.2-litre diesel engines help the Jeep Cherokee put up a stronger fight against rivals.

There’s no denying the Jeep Cherokee’s new 2.2-litre engine is more urgent and eager than the old 2.0-litre, but while the engine has improved, the chassis and suspension remain untouched. That means it’s still a bit fidgety around town, and continues to wallow and roll on the open road. It’s competent, but that’s just not enough in a market dominated by Land Rover, BMW and Audi.

At the start of the decade Jeep was on its knees. As part of the Chrysler Group, it suffered complete bankruptcy in early 2009, before quickly being acquired by Fiat later that year.

Jeep’s financial struggles are now long behind it, though, and the brand has seen 23 consecutive months of growth in the UK.  The popular new Renegade now accounts for around 60 per cent of all sales, and a new Qashqai-rivalling Compass is on the way for 2017.

But the Cherokee is still a big player for Jeep. After a four-year sabbatical, the rough-and-ready SUV made a comeback in 2014 and, following feedback on the original engine range, it has just been made available with a pair of new 2.2-litre diesel units. With a choice of 182bhp or 197bhp, the upgraded powerplant replaces the old 168bhp 2.0-litre and sits alongside the smaller, cheaper 138bhp 2.0-litre option.

We were given the chance to drive the higher-power version of the 2.2-litre Cherokee on UK roads – in top-spec Limited guise. It’s identically priced to the BMW X3 xDrive 20d M Sport – and £1,095 more expensive than our current class favourite, the Land Rover Discovery Sport – in SE Tech trim.

So the competition is tough. But on paper, this new 197bhp 2.2 makes a compelling case for itself. It’s 1.5 seconds quicker to 62mph than before (8.5 vs 10 seconds) and 8mph faster flat out (now 127mph). Crucially, it also has 90Nm more torque, which makes it feel more eager right from the get-go.

Despite the extra performance, the new engine will also do another mile for every gallon of diesel fuel you put in. That means it’ll return exactly the same fuel economy as an Audi Q5 TDI 190, sitting in the same VED band for £145 annual road tax.

In real world driving the Cherokee is not what you’d call fast, and it doesn’t build speed as pleasantly or efficiently as the BMW X3, but the boost in power is welcome and the nine-speed gearbox swaps cogs quickly and smoothly. As before, there’s no steering wheel mounted paddles, and if you switch the ‘box to manual using the conventional lever, it won’t always allow you to select the gear you want and this can prove frustrating at times.

Plant your foot and the Cherokee appears to gain revs without much sensation of speed. Glance down at the dials and you’ll be surprised how quickly you’re going though, and it’ll keep on accelerating well past the national speed limit.

Basic models come with Jeep’s Active Drive I system, which cleverly disconnects the rear axle when not needed to save fuel. However, the 197bhp version is also available with Active Drive II, with a low range setting for improved off-roading. This adds £185 to the price, but doesn’t affect the car’s 2.5-tonne towing capacity.

Refinement is a little off the pace in such a competitive class. The Jeep is rather noisy at idle, but settles down at speed and doesn’t suffer too much on the motorway. A Mercedes GLC is much quieter, though, even on the larger AMG Line alloy wheels.

But it’s the suspension that caused us the most upset. Despite fitting a larger, more powerful engine, Jeep has done nothing to improve the way the Cherokee drives. That means it still fidgets over lumps and bumps in town, yet wallows and rolls over undulating B-roads. It’s a recipe for car sickness and feels sloppy compared to BMW’s X3 or even models like the Ford Kuga and Volkswagen Tiguan.

You won’t be disappointed by the extensive kit list, though. This 197bhp engine is only available as a range-topping Limited model (the off-road biased Trailhawk version is reserved for the 3.2-litre petrol V6), while the lower-powered 182bhp car can be had in lesser Longitude and Longitude+ guises.

Our Limited spec car boasted a seven-inch TFT screen between the dials, electrically-operated heated and ventilated front seats, and xenon headlamps as well as larger 18-inch alloy wheels, a power tailgate and keyless go as standard. Jeep’s familiar 8.4-inch Uconnect touchscreen media centre and maps is standard on Longitude+ and Limited cars, too.

Practicality is unaffected, which means the reasonable 591-litre boot is still extendable to 714 litres with the rear seats in their foremost position. While that’s competitive against rivals, fold them flat and the 1,267-litre load bay falls short of the 1,698-litre Land Rover Discovery Sport. If you need more passenger space, the Cherokee is available with seven seats.

Key specs

• Price: £36,795
• Engine: 2.2-litre 4-cyl diesel
• Power/torque: 197bhp/440Nm
• Transmission: Nine-speed auto, four-wheel drive
• 0-62mph: 8.5 seconds
• Top speed: 130mph
• Economy/CO2: 49.6mpg/150g/km
• Equipment: Leather seats, Bluetooth, 8.4-inch touchscreen

Ferrari 599 GTO

Stripped-out Ferrari 599 GTO road racer is the pinnacle of the 599 range, and uses track-inspired technology.

GTO stands for Gran Turismo Omologato, and the letters are reserved for the most extreme roadgoing Ferraris. In fact, there have been just three in the company’s history - the classic 250 GTO from the early sixties, the Group B-spec 288 GTO of the eighties and this 599 GTO, which is a stripped-down version of the 599 GTB Fiorano grand tourer. It uses the same 6.0-litre V12, but it has been tuned to make 661bhp, while extensive use of carbon fibre and other lightweight materials sees weight drop by 100kg over the standard 599 GTB. This stripped-down supercar uses technology honed from the 599XX track car, and gets a complex array of electronics, as well as improved aerodynamics and efficiency. If you’re in the market for an exclusive £300,000 racecar with number plates, not a lot comes close.

The Ferrari 599 GTB is an elegant looking machine, and the GTO additions only help to enhance an already exciting car – both visually and dynamically. Changes include thinner aluminium and carbon fibre panels, plus lightweight carbon coloured alloy wheels which shroud a set of mighty carbon ceramic brakes. Inside, the car has a pair of figure hugging race seats and matching dashboard trim. The controls are simple but exquisitely finished, and the steering wheel is simply a piece of art. There's a set of F1-style gearshift lights along the top to alert the driver when the rev limit is approaching – as if the sound of the 6.0-litre V12 wasn’t enough. 

The Ferrari 599 GTO takes the standard 599 GTB’s 200mph performance and turns it up to 11. It takes 3.4 seconds to accelerate from 0-62mph – three-tenths of a second quicker than the GTB – and can continue on to a top speed in excess of 208mph. If lap times are more your thing, the 599 GTO can lap Ferrari’s Fiorano test track in 1 minute 24 seconds, which is 2.5 seconds faster than the GTB. Rivals are few and far between at this end of the performance car spectrum, but the 599 GTO is easily faster and sharper than the Lamborghini Murcielago SV. Of course, the payoff for this performance is that it's very difficult to drive gently – you'd only want to drive it if you knew you were going to a track to exploit its full potential.  

No one expects a roadgoing racecar to be practical, and the 599 GTO is no exception. It's a trackday special, and this is reflected as much in terms of comfort and space inside the cabin. Saying that, the GTO does get air conditioning and a stereo, so the dashboard isn’t completely bare. The race seats are firm and figure hugging with little cushioning, but aside from this, the 599 GTO is everything you’d expect it to be – a raw, aggressive and involving racer. 

The £300,000 price tag will buy a decent house, but the 599 GTO is a relative bargain compared to the 250 and 288 GTOs, which command seven and eight-figure sums when they come up for auction. The exclusivity of the GTO badge should ensure that 599 buyers have invested wisely, and they have a collector's item that should rise in value. In terms of economy, the GTO is actually marginally more economical than the standard 599, due lightweight materials and a clever automated manual gearbox. The 599 GTO manages 16.1mpg and 411g/km, compared with 15.9mpg and 415g/km. Consumables are likely to leave a hefty dent in the bank balance, although Ferrari servicing costs are surprisingly reasonable for a prestige brand. 

McLaren 650S

The McLaren 650S is one of the quickest and most capable cars on the road today, making it more than worth its £200,000 price tag. It strikes a perfect balance between the day-to-day usability of a Porsche 911 and the fun of a Ferrari. It’s a British supercar that can really take on the best in the world.

If you’re not one of the 375 lucky punters who bought a P1, then the McLaren 650S – which features tech and styling inspired by that car – makes for a pretty compelling alternative.

Since McLaren has now ceased production of the 12C, the 650S is your entry point to the range – albeit a 641bhp, £200,000 entry point.

The P1-style front end isn’t only for show, either. The 650S gets bigger radiators and side vents to help cool the engine more effectively, and the carbon front splitter generates 40 per cent more downforce above 150mph.

From behind the wheel it’s difficult to imagine a car faster than this. The 3.8-litre twin-turbo V8 delivers everything it’s got shortly after you floor the throttle, and depending on your outlook it’s either terrifyingly quick or endlessly exhilarating. From a standing start, the 650S will cover 0-100mph in 5.7 seconds – the same time it takes a Porsche Cayman to do 0-62mph.

The engine hurtles towards the 9,000rpm red line so fast that the tacho needle struggles to keep up. However, you’d need to be at a race track to really appreciate the new level of performance the 650S has to offer. Corners rush up in a blur of noise, but through a series of challenging bends you can feel the effect of the tweaks to the suspension set-up.

McLaren has upped the stiffness of the suspension to help the 650S feel a fraction crisper through bends than the 12C. You can throw it into a tight corner fully expecting it to understeer, but the 650S just continues to grip. There’s a surprising amount of traction, too, so getting on the power early isn’t just going to send you in to a spin.

You might find a Ferrari 458 Speciale just that little bit more involving, but we reckon the McLaren would be quicker point-to-point and more comfortable too. A set of carbon-ceramic brakes now comes as standard and is great when you’re driving hard. Around town, though, you need to be firm on the pedal.

If you’re not concentrating while sitting in traffic, you can find yourself edging forwards as the engine overcomes the brakes. It’s a similar story with the seven-speed dual-clutch gearbox, which is perfect at speed, but can hold gears too long or change up unexpectedly at city speeds.

But this McLaren is still surprisingly comfortable, with a high quality interior and a near-perfect driving position – its looks will draw more attention than almost anything else on the road too.

The elegant, simple cabin now has Alcantara trim, and there’s an extra-cost retractable wheel to make climbing in and out of the cockpit easier. There’s also a reversing camera, and fixed-back carbon fibre bucket seats based on those in the P1 hypercar are a must-have option.

Visibility is fantastic for a supercar, and the clarity of the driving environment – with a gorgeous, unadorned steering wheel – makes it easier to live with than you’d expect.

Key specs

• Price: £195,250
• Engine: 3.8-litre V8 twin-turbo
• Power: 641bhp
• Transmission: Seven-speed dual clutch auto, rear-wheel drive
• 0-62mph: 3.0 seconds
• Top speed: 207mph
• Economy: 24.2mpg
• CO2: 275g/km

Jeep Renegade

 

The Jeep Renegade is Jeep’s smallest ever model, and designed to bring true off-road ability to the trendy crossover class.

 

The Jeep Renegade breaks new ground for America’s iconic 4x4-maker – it’s a downsized compact crossover designed to wade into the furiously competitive market dominated by the Nissan Qashqai and Juke, MINI Countryman and Skoda Yeti.

The Renegade’s brand heritage, genuine off-road ability and stand-out looks set it apart in such a competitive class, but if you’re merely after extra space and a commanding driving position rather than exceptional mud-plugging ability, there’s a sense the little Renegade is just a little over-endowed for what most UK drivers will throw at it.

Pricing starts at £16,995 for the 1.6 E-TorQ EVO 110hp Sport and rises to £27,995 for the 2.0 MultiJet placing the car between the Nissan Juke and top-spec MINI Countryman models.

There’s no doubt the Renegade drips with character and appeal all on its own, but it’s not the greenest or most fun to drive car in its segment, which means it’s likely to be another Jeep that remains a fringe product in the UK, albeit less so than its bigger brethrin.

Jeep says the Renegade’s polarising toy-like looks combine the sophistication of the Grand Cherokee with the rugged appeal of the classic Wrangler. The main challenge was to set the Renegade apart from some of its ‘cuter’ doe-eyed rivals, hence the bluff ‘seven-slot’ nose, squared-off wheelarches, and bulbous tail lights inspired by old American army petrol cans.

The eccentric bodywork and dropping beltline evoke cues of Jeep’s back catalogue, but the overall effect is very spec-sensitive. In darker, military-like colours, and especially in Trailhawk guise with more off-road friendly bumpers and coloured towhooks, the Renegade actually looks quite purposeful. However, the standard versions are far more dumpy and likely to be just as controversial as Nissan’s Juke was when it arrived on the scene.

Inside, Jeep squeezes in even more character touches. The Jeep ‘face’ of round headlights and the seven-slot grille is emobossed into the rear-view mirror, speaker surrounds, and the tailgate. The vent surrounds are apparently inspired by base-jumping equipment, the pod-like central vents by ski goggles, and you even get a mud splatter graphic instead of a redline in the rev counter.

If you’ve stepped out of a mature Qashqai or Skoda Yeti the Renegade feels like playschool, but the sense of fun of say, a MINI is here, like it or loathe it.

How impressive the Renegade is to drive depends entirely on the environment you’re in. If you dare to venture off-road, you’ll discover the most capable all-terrain vehicle in the compact crossover class. Adaptive all-wheel drive with settings for different surfaces, plenty of ground clearance and good body control means the little Jeep is almost unstoppable off-road, with much of the light-on-its-feet feel that a Fiat Panda 4x4 enjoys.

If you want a small car that can tackle fearsome terrain and are put off by the age of the Suzuki Jimny, look no further than the Renegade, which is excellent off-piste. Whether on or off-road, the six-speed gearbox is a surprisingly positive and enjoyable shift, and the smooth nine-speed automatic is a real winner too.

If you’re worried the car is massively compromised on the road by how capable is it off it, don’t worry. In fact the Renenagde Trailhawk, with its chunkier tyres, has the best ride of the bunch. Plus, the car doesn’t lean too much in corners and grip remains superb. However, the steering is totally numb, the engines unremarkable, and overall the Renegade, while competent, can't match the MINI Countryman, Mazda CX-5 or Nissan Juke for driving fun, nor the Nissan Qashqai for refinement.

Given drivers spend the majority of their time firmly on the road, rather than mud-plugging, it feels as if Jeep has lost sight of what most customers actually want from this type of car.

Jeeps’ patchy history for reliability is on the up with its recent products, as it looks to improve upon its placement of 28th out of 33 manufacturers in the 2014 Auto Express Driver Power survey. More worryingly, Fiat, which owns Jeep, came 27th. The Renegade is based on Fiat’s new 500X crossover, given the parts-sharing between these two brands, we’re not reassured by the ownership satisfaction potential.

Safety is a better bet, with Renegade’s offering up to 60 safety features in an effort to be the safest car in the class. It’s yet to be tested by EuroNCAP, but with all models getting a high-strength steel body construction, a multitude of airbags and optional automatic city braking on the options list, the Renegade stands chance of living up to its tough looks in an accident.

Jeep has cannily sized the Renegade between supermini-sized compact crossovers and larger cars from the Ford Kuga and Hyundai ix35 mould, so that tactic along with its boxy shape means interior space is a strong suit. The doors open outwards seventy degrees at the front and eighty degrees at the rear, easing access, while the car’s lofty ride height isn’t a difficult to climb into.

The boot offers a competitive 351 litres with the seats up, and up to 1297 litres with them folded. Only top-spec models get split 40:20:20 folding seats as an option, however. Trailhawk models have a more utilitarian feel inside thanks to rubber mats instead of carpets in the footwells.

It’s a pity that the Renegade’s funky cabin doesn’t enjoy the same tech features as the new Cherokee. The infotainment system centres in Limited models around a 6.5-inch touchscreen sourced from Fiat and Alfa Romeo models, rather than the impressive new 8.4-inch interface exclusive to new Jeep models. Standard on basic cars are 17-inch alloy wheels, a five-inch touchscreen and electric mirrors, plus air-con and electric windows.

Conscious of UK fuel prices, Jeep isn’t offering the 2.4-litre petrol engine to the UK. We still get a good choice of engines though: a 1.4-litre petrol, a 1.6-litre turbodiesel and two 2.0-litre turbodiesels with either 138bhp or 168bhp.

That latter is only available with the nine-speed automatic gearbox and all-wheel drive. If off-roading isn’t your priority, the cheapest Renegade to run is the mid-range model. Jeep claims the Renegade 1.6 MultiJet diesel achieves 54mpg, yet is still good for 0-62mph in an adequate 10.2 seconds. The best petrol version, the 1.4 turbo MultiAir, is good for up to 47.1mpg.

Ferrari California

 

The Ferrari California is a 2+2 hard-top convertible designed for boulevard cruising more than the race track.

 

The Ferrari California takes on cars such as the Aston Martin DB9 Volante and Bentley Continental GTC V8, with its combination of a powerful V8 mounted up front, a 2+2 seating layout and a folding metal hard top. It has a more relaxed character than the mid-engined 458 Italia, but it's by no means slow. A mid-life refresh raised power from its 4.3-litre V8 by 30bhp to 483bhp, so 0-62mph takes just 3.8 seconds. It also features ceramic brakes for superb stopping power, and was the first Ferrari to use a twin-clutch gearbox when it was first launched in 2008.

One of the difficulties with folding metal hard-tops is to create a sleek design with the roof up or down, but the Ferrari California has achieved just that. The swoopy exterior design won't be to everyone's taste, but certainly turns heads. Nice touches include the stacked exhaust pipes and circular rear lights. The interior manages to combine technology and old-school luxury at the same time. 

Leave the Ferrari California in comfort mode and the engine is muted and the suspension supple, but on the right road this is still a true Ferrari. Mid-life updates have cut 30kg from the weight and boosted power by 30bhp, so the 483bhp 4.3-litre V8 provides impressive acceleration. Turn the wheel-mounted Manettino switch to Sport, and the exhaust barks into life, the gear changes are sharper and the whole car feels more alert. The twin-clutch gearbox is a highlight too, with smooth auto shifts and super-fast changes when you use the paddles. A Handling Speciale package can also be ordered, which adds stiffer suspension and a faster steering rack. 

Modern Ferraris are now beautifully made and a far cry from the temperamental older models - and there have been no major issues reported with the California. Multiple airbags are fitted as standard, and in the event of an accident roll over hoops are deployed immediately to protect passengers. The standard-fit carbon-ceramic brakes provide enormous stopping power and resist fade even when worked hard.

The rear seats really are too small for regular use, although they do have Isofix child seat anchors. See them as extra luggage space though, and the California starts to make more sense. The two-piece roof folds into the boot in 14 seconds, and that still leaves 240 litres of space (there's 360 litres with the roof up), which is enough for a pair of weekend bags. The rear seats also fold down, which allows you to pass longer objects down the length of the cabin. 

  

Ferrari offers a stop-start system as an option on the California, which around 10 to 15 per cent of buyers go for. It drops CO2 emissions from 299g/km to 270g/km and fuel consumption improves from 21.6mpg to 23.8mpg. As with all new Ferraris the California comes with four years of servicing included and is covered by a seven-year warranty.

Jeep Grand Cheroke

 

The facelifted Jeep Grand Cherokee SUV has a comfortable ride, but it's not exciting.

 

Jeep has done a good job of closing the gap between the Jeep Cherokee and the competition, as this new car is comfortable and well equipped 4x4, yet retains its serious off-road ability. It’s full of some great hi-tech equipment and luxurious materials. However, it’s just not as good to drive as the latest X5 and doesn’t even work out that much cheaper, either. 

Count the SUVs on any road and you’ll probably spot a few BMW X5s and plenty of Audi Q7s, but not many of the Jeep Grand Cherokee. In an effort to put more on the road, Jeep has introduced a new facelifted Cherokee to the UK.

There’s only ever been one engine available – a 3.0-litre V6 diesel – and that’s the same this time around. It’s been updated, though, with power up from 237bhp to 246bhp. That hasn’t changed the 0-62mph time, which is still 8.2 seconds, but it has lowered emissions from 218g/km to 198g/km and upped fuel economy to 37.7mpg.

The engine itself is quiet unless you’re accelerating hard and it feels quick enough once you get used to the auto gearbox. You floor the throttle and then wait for what seems like a fraction too long for it to kick down, and launch you forwards.

The ride is comfortable – our top-spec Summit model gets air- suspension as standard – but the soft set-up means there’s a bit of pitch under braking and plenty of roll in corners. The steering is too vague to let you have fun in bends, as well.

It is a good-looking car, though, inside and out. The facelift adds some narrow new headlights with a stylish LED design. Meanwhile, the cabin gets a huge 8.4-inch touchscreen which can be found in other Fiat Group products like the new Maserati Quattroporte.

You can’t argue with the space on offer inside: the back seats are large enough for tall adults and the boot can hold 782 litres – more than double what you get in a Volkswagen Golf.

This Summit model also comes packed with kit like sat-nav, full leather upholstery, a 19-speaker stereo and heated seats all-round. The issue is that an X5 xDrive 25d SE is just as fast, better to drive and costs about the same as the £50,205 Jeep when the extra options are added. It’s also 10mpg more frugal and emits less CO2.

Key specs

• Price: £50,205
• Engine: 3.0-litre V6 turbodiesel
• Power: 246bhp
• Transmission: 8-speed automatic, four-wheel drive
• 0-62mph: 8.2 seconds
• Top speed: 126mph
• Economy: 37.7mpg
• CO2: 198g/km
• Equipment: Uconnect 8.4-inch touchscreen, full leather and heated seats, climate control, 19-speaker stereo

McLaren 12C Spider

There are fast cars, and then there are cars like the McLaren 12C Spider. It feels like it's in a different league to a Porsche 911 or Audi R8 in terms of the way it accelerates and goes around corners. Incredibly, it's just as usable as those models - if not more so - which makes it an excellent car for using every day. Dynamically there are minimal compromises compared with the coupe, and despite the near-£20,000 premium it commands, there's very little to stop you opting for the Spider. Simply put, the 12C Spider is one of the best convertibles ever built.

The McLaren 12C Spider is one of Britain’s most exciting ever supercars, and we’ve finally had the chance to get behind the wheel of it on British soil.

The Spider uses the same carbon-fibre MonoCell chassis as the coupe model, which is so rigid that McLaren didn’t even need to strengthen the chassis when it removed the roof. The result is a car that the British manufacturer is promising feels just like the hardtop from behind the wheel.

You certainly won’t feel the extra 40kg added by the roof mechanism in the way this car accelerates. McLaren puts the 0-62mph time at 3.1 seconds – identical to the standard 12C – and the experience of getting up to that speed is unlike anything else on the road.

There’s an initial kick of acceleration as soon as you press the throttle, followed by an additional blast from the turbos in the mid-range, and then as you hit the outer edge of the rev counter and begin to think you can’t possibly accelerate any quicker, it hits you again. That all helps explain the 12C Spider’s scarcely believable 0-100mph time of 6.1 seconds.

Those incredible performance figures can be traced back to the Spider’s powertrain, which it shares with the coupe. It’s a 3.8-litre twin-turbo V8, producing 616bhp, paired with an excellent seven-speed twin-clutch gearbox. The latter feels happy enough short-shifting up to seventh on a gentle cruise, or instantly banging through the gears during a hard-charging blast.

A cause for complaint has been the 12C’s engine noise, but the Spider’s is certainly the best McLaren currently offers. In isolation you’d call it spectacular, with a little turbo chirrup as you let off the throttle and a metallic growl, a rising whoosh and an explosion of pops and bangs on every full-throttle upshift. Compare it to the Ferrari 458 Spider, though, and you’ll have to concede the Ferrari’s high-pitched howl to be the most impressive.

With the retractable hard-top roof in place, everything is a little more muted but you can simply wind down the rear windscreen to hear more from the vocal V8. It’s best with the roof fully down, though, and that’s a process that takes just 17 seconds.

Just like on the coupe, McLaren gives drivers the choice of switching the handling and powertrain between Normal, Sport and Track settings. No matter which combination you pick, the 12C feels seriously impressive. The steering is fast and so natural to use that it quickly becomes second nature.

On our road drive the 12C excelled in every type of corner we could find, almost without body roll and showcasing huge amounts of grip. You really need to take to a track before you could find the 12C’s limits.

But it’s worth mentioning just how fantastic the 12C is on the road because of its usability. You really can just hop in and drive the Spider like any other car. It even rides incredibly well, not once crashing or thudding over bumps during our time with it.

The price for all all this is £195,500, which is £19,500 more than the coupe. It’s a big increase but one that McLaren should have no problem justifying, especially considering this is one of the most exhilarating convertibles ever made.

Key specs

• Price: £195,500
• Engine: 3.8-litre twin-turbo V8
• Power: 616bhp
• Transmission: Seven-speed dual-clutch, rear-wheel drive
• 0-62mph: 3.1 seconds
• Top speed: 202mph
• Economy: 24.2mpg
• CO2: 279g/km
• Equipment: Airbrake, active damping, xenon lights, keyless start, Bluetooth, cruise control

Ferrari 458 Spider

 

We drive the new 458 Spider. It looks set to become Ferrari's best-selling model and it's easy to see why.

Ferrari was aiming to deliver a convertible version of the 458 Italia with no compromises and from what we’ve experienced, it’s mission accomplished. Handling is as sharp as ever, straight-line speed is blistering and with no roof between you and the howling 4.5-litre V8 it feels even more pure than the hard-top. If you can ignore the £25,000 premium over the coupe – and many spending £170,000 on a car can – then we can’t think of a single reason why you wouldn’t want the Spider.

The Ferrari 458 Spider is set to be the Italian supercar maker’s best-selling model, expected to account for a third of worldwide sales. With expectations that high it can’t afford to disappoint.

And first impressions are good - designed around a fully retractable aluminium hard top the Spider looks just as good as the 458 Italia coupe with the roof up. About the only negative is the roof mechanism robs it of the Coupe’s wonderful see-through engine cover. But with sharp buttresses and a delicately designed rear end, it’s a stunning thing.

But it’s the attractions of open-air motoring that really make this Ferrari such a tantalising prospect and the Spider doesn’t take long to transform. The roof flips backwards – just like the ultra-rare 575M Superamerica – in just 14 seconds, slotting underneath a panel that rises up ahead of the engine cover. 

Once stowed the clever mechanism hides in the bulge ahead of the engine and doesn’t compromise aerodynamics or performance. In fact the buttresses are designed to channel air towards the grilles in the downward sloping engine cover. Not only that, the two-piece aluminium roof is 25kg lighter than a traditional fabric hood while the clever packaging provides enough space for a luggage bench behind the seats.

The Spider comes with an electric wind deflector – effectively a glass screen that rises up between the buttresses – and it’s very effective at reducing buffeting. On the open road wind roar is well isolated from the cabin. But there are some noises you want to hear and with the roof down the soundtrack delivered by the 458’s sensational 562bhp 4.5-litre V8 engine can be savoured with even more passion than in the coupe. 

In fact such is the importance that Ferrari attaches to this aural treat that it has retuned the triple exhausts to maximise the fabulous bark. And it makes a terrific noise – a hard-edged howl that can’t fail to put a smile on your face. The good part is that if the weather isn’t so sunny, you can drop the glass screen when the roof is in place, allowing the engine noise to still enter the cabin.  

Yet purists will argue that taking the roof off reduces rigidity and increases weight, diminishing its capabilities. The 458 Spider is 50kg heavier thanks to chassis strengthening – but the V8 is so devastatingly powerful, the increase barely registers. The Spider hurtles from 0-62mph in 3.4 seconds, just a tenth slower than the Italia, while few people will be disappointed by the top speed dropping from 202mph to 198mph. 

A far more important question to answer is whether the Spider has retained the pin-sharp handling the Italia is famed for. And without a doubt, it has. The steering has the same sharp steering reactions as the coupe and the whole car changes direction with the same enthusiasm, darting into corners and gripping hard. Only over very broken surfaces is there the hint of some wobble through the windscreen pillars. 

The sensational dual clutch gearbox delivers seamless upshifts and a glorious blip on the downshifts; the ceramic brakes provide incredible stopping power, while with the steering wheel-mounted manettino switched into its raciest setting race mode, the Ferrari can be balanced beautifully with the throttle on the exit of corners. 

The constant stream of feedback through the controls means delicate steering adjustments help you place the car precisely in the corners. Yet for all the scintillating performance and tactile handling, the Spider’s composed ride means it’s a capable cruiser, too. 

It’s also efficient. Ferrari’s HELE High Emotion Low Emission stop start system is available as a £980 option in the UK and drops CO2 emissions from 307g/km to 275g/km – given the performance on offer, that’s impressive.  There’s no doubt the 458 Spider is an astonishingly capable and involving supercar. 

Priced at £198,856 it commands a considerable £25,675 premium over the coupe, but it’s certainly worth it. Ferrari predicts the UK will be one of the Spider’s biggest markets, with 60 per cent of buyers opting for the drop-top over the Italia. After driving it’s easy to see why. 

Key specs

* Price: £198,856

* Engine: 4.5-litre V8 

* Power: 562bhp

* Torque: 540Nm 

* 0-62mph: 3.4 seconds   

* Top speed: 198mph

* Equipment: Ceramic brakes, dual clutch gearbox, leather, fully electric roof, Xenon lights, multifunction wheel, launch control, adjustable dampers, electric wind deflector

Jeep Cheroke 140 Multijet

 

Verdict on lower-power, front-drive Jeep Cheokee 140 Multijet diesel that’s set to be the top seller.

 

The Jeep Cherokee 140 Multijet is comfortable, efficient and good value for money in this spec, but it’s not the best option for on-road dynamics or quality. If you’re not buying a Cherokee for its fantastic off-road ability, there are better choices out there – such as the premium Q3 or the well rounded Qashqai. It’s by no means a bad choice; it’s just not the one we’d go for.

We've already sampled the 168bhp four-wheel-drive Jeep Cherokee with a nine-speed auto, but the big seller is set to be this 138bhp front-wheel-drive Jeep Cherokee 2.0 Multijet 140.

It uses essentially the same 2.0-litre diesel as the more powerful Cherokee, yet where that car comes as standard with the nine-speed auto, this one has a six-speed manual. Still, it feels punchy enough, doing 0-62mph in 10.9 seconds.

Avoid four-wheel drive with this engine, though, because it’ll slow the figure to 12 seconds. Sticking with front drive benefits efficiency, with 139g/km of CO2 emissions and 53.3mpg. A similar Audi Q3 will get 54.0mpg and 137g/km.

Clearly, going without the auto and with less power, this engine feels like it needs to be worked harder than the 168bhp car. It seems a little harsher and the overall package a little less premium. No doubt adding the nine-speeder would improve matters, but at least the manual is light and accurate. The suspension still feels geared more towards comfort than handling, which means you glide over cracked roads without much fuss but lean into corners a bit too much.

This basic model, in Longitude trim, starts at £25,495 – only £100 less than a near-identical Audi Q3. Thankfully the interior’s nearly up to those premium quality levels, despite some scratchy plastics and a few cheap-looking details.

Bluetooth, rear parking sensors and dual-zone climate control are included, but paying an extra £2,200 for Longitude+ ups the premium feel even further with an 8.4-inch touchscreen sat-nav. Our top-spec Limited car is £31,195.

Boot capacity is 412 litres with seats up and slid right back. Move bench forwards, and it’s 500 litres. Engineers have set up suspension more for comfort than fun, so the ride impresses on uneven surfaces, but the body rolls a little bit too much through corners.

The Cherokee’s main issue, though, is that buyers of this kind of car will be looking to stay on the road – and we’d pick an Audi Q3 or Nissan Qashqai ahead of it for that. Granted, the off-road prowess of 4WD models is a stand-out attribute, but this front-wheel-drive Jeep fades into the crowd in a very competitive class.

Key specs

• Price: From £25,495
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 138bhp
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph: 10.9 seconds
• Top speed: 112mph
• Economy/CO2: 53.3mpg/137g/km