Mercedes V-Class

 

Luxury Mercedes V-Class MPV is classy inside, but van-like dynamics and high purchase price hold it back slightly.

 

Having replaced the old Viano MPV, the Mercedes-Benz V-Class is a vast people carrier that offers masses of space mixed with high-end saloon car luxury. Mercedes has spruced up its Vito van, adding up to eight seats depending on configuration, and a much more premium interior that borrows lots of tech and design elements from elsewhere in the range.

There are two different body styles: a long wheelbase and an extra-long wheelbase. The former is available with seven seats only, while the latter is upgradable to eight seats if you need even more room for passengers. On top of that there are two trim levels – SE and Sport – and two engines to choose from, including the 220 Bluetec and 250 Bluetec turbodiesels.

Mercedes has dropped the V6 diesel from the Viano for this model, but go for the V250 and it’s actually faster and more economical than its predecessor.

Plenty of equipment comes as standard even on the entry-level SE, including sat-nav, Bluetooth, parking sensors with a reversing camera to help manoeuvre the massive machine, heated seats and crosswind assist.

Prices are competitive given the luxury and comfort on offer, too, although if you maximise the configuration for passenger space, it will impact on luggage room. There are lots of safety and technology packages you can add on as well if you want to increase the specification of the V-Class.
You can even get close to the level of technology available in the flagship S-Class, but no matter what, even the base-spec car feels upmarket and a cut above regular MPVs.

As it’s a step above the usual crop of people carriers, the V-Class’s main rival is the Volkswagen Caravelle, which is available in Executive and Business trim levels to match the Mercedes. However, its 178bhp 2.0-litre turbodiesel engine is no match for the more powerful 2.1-litre Merc motor.

The 2.1-litre diesel engine in the V-Class produces 187bhp and it's just as fast as the old 3.0-litre unit in the Viano. That means economy is up without sacrificing performance. The V-Class is actually pretty good in this department thanks to a brisk 0-62mph sprint time of just 9.1 seconds and 480Nm of torque available for overtaking. Work the engine hard, however, and it feels quite gruff, while the 7G-tronic automatic gearbox is showing its age.

With the Agility Select system fitted there are a handful of driving modes to choose from: Eco, Manual, Comfort and Sport. These change the throttle response and steering to suit your preference, but most will simply leave the car in Comfort mode, which best matches the car's nature. The gearbox is a bit lethargic and hangs onto gears too long, with jerky upshifts on occasion. Drop the car into Eco mode and the throttle response is dulled – it’s a bit too slow to be used all the time, while Sport mode is quick to change down into lower gears, which doesn't help economy.

It's comfortable in the most part, too, thanks to adaptive dampers that adjust to the road you're on, and the steering is light and easy to use in town as well. It still feels solid at high speed, but the faster you go the more brittle the chassis feels. The conventional front suspension does a good job of filtering out bumps, but the van underpinnings at the rear mean the car sometimes thumps over expansion joints on the motorway. 

The Mercedes V250 Bluetec we tested is a strong performer when it comes to economy, with emissions of 166g/km of CO2 and fuel economy of 44.8mpg. That's much better than the 37.2mpg and 199g/km you'll get from the equivalent VW Caravelle.

Those figures represent a massive improvement over the old Viano 3.0-litre V6 CDI model, too – so the new V-Class promises to be a class-leader when it comes to running costs.

Mercedes V-Class buyers probably aren't expecting their new model to look as good as the latest sports cars, and so it proves. Since the V-Class is a van-derived people carrier it inherits the boxy commercial vehicle shape and won’t be taking any awards home for its looks.

For a car of this type it has some nice features, however, with the new Mercedes family grille and prominent headlights giving it a distinctive look from the front. The large rear window does make the rear look quite droopy but the V-Class is available with some large alloy wheels to improve its profile.

The interior is the really important bit, and Mercedes has done rather well here – the V-Class gets a tablet-style central display, an intuitive touchpad controller and a smart two-piece floating dashboard design. It certainly looks the part, but just like the smaller Mercedes A-Class, there are some below-average plastics and rather flimsy build quality further back in the cabin.

The V-Class is available in two different lengths, with three seat layouts. The car comes with seven as standard, with eight seats in the extra-long version – although reverting back to the seven-seat arrangement is a no cost option.

Boot space can be increased using the sliding rear seats, and that means legroom can be improved as well if you're carrying more passengers than luggage. However, slide the bench all the way back and the 610-litre quoted luggage capacity drops to a very small space. However, with a raised rear bench there is still enough room under the rear seats to stow suitcases and other bags. A split tailgate with power close function helps practicality even further, as do the electric sliding doors that open extremely wide giving excellent access to the rear of the cabin.

The glass rear hatch opens separately from the rest of the boot so you don’t have to spend ages finding a parking space big enough to swing open the huge tailgate. Plus, the sturdy parcel shelf comes with two collapsible shopping baskets to hold loose items firmly in place.

The diesel engine and automatic gearbox in the V-Class have been tried and tested in many Mercedes cars, so they should have had most of their problems ironed out. Mercedes managed a 11th place finish in the list of the top manufacturers in our 2015 Driver Power satisfaction survey, and that bodes well for the V-Class.

The latest V-Class model is full of active safety tech: it scored the full five stars in the Euro NCAP safety ratings as a result, improving on its predecessor's four-star score.

Kia Pro_cee'd GT 2015

The revised Kia Cee’d GT has taken a step upmarket, but with it comes a sizeable increase in price. It’s good to drive, and comes loaded with kit, we just question its place in such a busy and competitive sector. If you want a hot hatch, the Ford Focus ST makes more financial sense, while the Pro_cee’d’s lesser 1.0-litre three-cylinder turbo ticks all the right boxes if you value rock-bottom running costs.

The Kia Pro_cee’d GT has never quite cut it alongside cars like the SEAT Leon Cupra or Volkswagen Golf GTI. But with prices starting from just over £20,000, it made up what it lacked in pace, with outstanding value for money.

However, the entire Kia Cee’d range has just undergone a mid-life facelift and along with tweaked styling and an updated colour palette, Kia has also added £2,900 to the cost of its flagship GT hot hatch. It means that, at £23,105, this three-door pro_cee’d GT is now £610 more than a basic Ford Focus ST. And that gets an extra 46bhp – along with a pair of rear doors.

There’s now only one specification available on the top-spec GT, with Kia removing the GT ‘Tech’ with this mid-life update. That means all cars now benefit from new 18-inch alloy wheels, automatic xenon headlamps, heated Recaro seats, sat-nav and a colour reversing camera. DAB, dual-zone climate control, rain-sensing wipers and a heated steering wheel are also included.

Elsewhere, Kia has installed an electronic sound generator to all GT models. There’s a GT button on the new flat-bottomed steering wheel, which when pressed, pumps an artificially synthesised engine sound into the cabin under acceleration. We’ve become quite accustomed to these systems in cars like the Peugeot 308 and BMW M4 – and the Kia’s is among the best executed of any we’ve tried. While it never feels truly natural, it certainly adds to the overall driving experience.

Updates to the existing 1.6-litre turbo petrol engine ensure peak torque is now available from just 1,500rpm, rather than 1,750rpm in the old model. While that undoubtedly makes the car more urgent at low revs, you’d have to drive the two back-to-back to notice any difference. It’ll cost the same to tax as before, too, and you won’t save any money at the pumps.

It may not have the spine shearing acceleration of the hottest, hot hatches, but there’s enough in reserve to put a smile on your face, and the well-weighted, direct steering and precise gearbox ensures the GT can be nicely rewarding on the right road.

 

Key specs

• Price: £23,105
• Engine: 1.6-litre 4cyl turbo petrol
• Power/torque: 201bhp/265Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-60mph/Top speed: 7.3s/143mph
• Economy/CO2: 38.2mpg/170g/km

VW Golf GTD Estate

This vast and fast VW Golf GTD Estate combines speed, practicality and style really well. It’s beautifully finished and adds an extra element over the hatchback version for an affordable £695 premium. Ultimately, it’s great to drive in all conditions, which makes it a very attractive package. However SEAT and Skoda do offer very similar models at an even more attractive price.

Volkswagen has been making headlines for all the wrong reasons lately following ‘dieselgate’, so performance diesels like the Golf Estate GTD aren’t exactly flavour of the month. However, as we’ve found out from our first drive on UK roads, there’s still lots to like about this fast and practical load lugger.

First up is performance. The Estate GTD has the same running gear as the hatch, so the 2.0-litre TDI engine sends 181bhp to the front wheels with the help of a clever XDS+ electronic diff, which serves up lots of grip. There’s also a choice of six-speed manual or DSG auto transmissions. Here, we drive the manual, and the car is all the better for it.

The light, mechanically precise shift action is really involving and works brilliantly with the zippy engine. And with 380Nm of torque at 1,750rpm, the motor pulls hard and revs out freely – delivering surprising pace. VW claims the GTD races from 0-62mph in 7.9 seconds, and it feels good for every last tenth under acceleration.

The Golf carries incredible speed down bumpy roads, with plenty of security due to the precise steering and impressive damping. Our car had the £830 adaptive dampers, and we found the suspension is best suited to UK roads in Comfort, which knocks the edges off jarring humps nicely.

There are Normal and Sport modes, too, with the latter noticeably firmer. But even in this setting, the Estate never feels flustered, as the chassis has bags of poise. You can also select Sport for the engine, which sharpens up the response. However, this pipes a synthesised noise into the cabin, and as the 2.0-litre diesel isn’t the nicest-sounding engine in the world, it can get a bit tiresome.

The same goes for the steering, where the lighter weight in Comfort and Normal modes highlights the artificially heavy feeling you get in Sport. This spoils the car’s flow down a twisting back road.

At £28,285, the Estate GTD isn’t cheap, yet you get lots for your money. And as you’d expect from a hot Golf, it’s beautifully finished inside, with smart details like the ball-shaped gearlever, quality materials and tartan seats. And although it’s a versatile car, with a 605-litre boot, that doesn’t mean it loses out in the design stakes.

The GTD gets bespoke bumpers, a 15mm reduction in ride height and 18-inch alloy wheels which, together with the defined creases, give the car a suitably butch stance.

Key specs

• Price: £28,285
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 181bhp
• Transmission: Six-speed manual, front-wheel drive 
• 0-62mph: 7.9 seconds
• Top speed: 144mph
• Economy/CO2: 64.2mpg/115g/km

Alpina D4

The Alpina D4 is the diesel M car that BMW hasn’t got the nerve to build. It delivers sharp handling and searing performance that tread on the toes of BMW’s own M4, yet boasts a subtle look that makes it more appealing. Add the lower running costs of the diesel, plus a near-£10k saving over the M4, and it’s very tempting. The Convertible isn’t the sharpest, but it’s no worse than the M4 drop-top.

Alpina has spent 50 years fine-tuning BMWs by increasing performance and sharpening the handling, and the latest model in the line-up is the new D4.

It’s based on the BMW 435d, albeit without that car’s now-standard four-wheel drive, and is available in Coupé or Convertible form. Alpina has added its eight-speed Switchtronic auto, boosted the engine to 350bhp, revised the suspension and made a few cosmetic tweaks, too.

Styling revisions include a minor bodykit and those not-so-subtle 20-inch alloys, but overall, the D4 has a less imposing look than BMW’s own flagship M4. Inside, there are blue-backed dials, a hand-stitched steering wheel and a numbered plaque on the dash reminding you of the D4’s exclusivity. Everything else is pure 4 Series.

The broad power band and 700Nm of torque mean the D4’s great for overtaking, while the engine has a sporty note for a diesel. The suspension tweaks more than compensate for the large wheels and low-profile tyres – the car is firm yet composed – but there’s plenty of tyre noise at speed.

In corners, the D4 Convertible is pegged back by the extra weight of BMW’s complex folding hard-top. There’s some twist in the body, but the Alpina is still entertaining.

The only real issue is with the gearbox, because, while it delivers crisp shifts in auto mode, the small buttons on the back of the steering wheel make manual changes fiddly.

 

Key specs

• Price: £54,950
• Engine: 3.0-litre 6cyl bi-turbo
• Power/torque: 350bhp/700Nm
• Transmission: Eight-speed Switchtronic auto, rear-wheel drive
• 0-62mph: 4.6 seconds
• Top speed: 155mph (limited)
• Economy/CO2: 53.3mpg/156g/km 

Tesla Model S P90D

Even the most hardened supercar collector can’t fail to be impressed by the Tesla Model S P90D. Performance is eye-watering (literally), while if you take it gently, over 300 miles on one charge is perfectly achievable. It may lack the handling finesse or quality of a Mercedes-AMG E63, but as a family-friendly continent crosser it’s a taste of the future right now.

How quick is quick? It doesn’t seem that long ago that cracking five seconds from zero to 60mph put you into the realms of the supercar. Nowadays you can get a hot hatch that dips into the four-second bracket.

Last week we were behind the wheel of the £321,000 6.5-litre V12-powered Lamborghini Aventador SV that went from 0-62mph in 2.8 seconds. And now we’ve sampled the Tesla Model S P90D…
Sat in any car park, the Tesla Model S looks like a mild-mannered four-door saloon. It’s all-electric credentials are well known and so is its penchant for putting performance cars to shame.

But this one takes performance for four-door, five (or seven) seat cars to a new level. In a straight drag, the P90D will almost beat that aforementioned Lambo – sprinting from zero to 60mph in the same time it takes the Aventador to get to 62mph. Bonkers. Or even Ludicrous, which is the mode Tesla has introduced for maximum attack in a Model S.

To be fair, the old Insane mode in the P85D was quick enough, but the P90D adds a 90kWh battery which not only drops that 0-60mph time below three seconds, but also adds six per cent to the car’s electric range – making it a fairly sizeable maximum of 330 miles. So long as you avoid Ludicrous mode.

So how does it feel? Incredible. Tesla reminds you that there’s no need for launch control with four-wheel drive and instant torque, and as you’re encouraged to just stamp down on the throttle, your head is jolted back against the headrest and you feel your face doing those funny things when you’re skin is pushed backwards to give you an instant face-lift.

And the power keeps on coming – you’ll pass the quarter mile in 10.9 seconds on to way past 100mph. Of course, you don’t get the dramatic soundtrack you get in a petrol-powered supercar, but the whirr of the electric motor and the whoosh of the wind round the mirrors is almost as intoxicating.
But ultimately, it’s just the sheer shove this car’s got that has you looking for an opportunity to bury the accelerator and hurtle forwards. Overtaking has rarely been less of a problem.

Other than the power, performance and range upgrade, which combined add £10,800 to the P85D’s price (totalling £85,700) the P90D is pure Model S. In spite of the straight-line performance, this isn’t a sports car to throw around – the weight of the batteries, although sat low in the car, see to that.

The steering is meaty enough, but lacks real directness, too. The ride is pretty comfy, though.

Inside, the sleek dash is dominated by the huge touchscreen that gets updated via your Wi-Fi and can control some advanced autonomous features – this car is also as close as you will currently get to full autonomous driving. There’s plenty of space for two in the back, while a third person is able to squeeze in between without a nasty transmission tunnel to worry about.

And with Tesla’s free-to-use Supercharging network growing to over 1,000 chargers across Europe, crossing the continent has never been cheaper, more comfortable or quicker.

Key specs

• Price: £85,700
• Engine: Dual motors: 255bhp front, 496bhp rear, total 751bhp
• Transmission: single speed, four-wheel drive
• 0-62mph/top speed: 2.8seconds/155mph
• Economy/CO2: n/a

New Mini Clubman 2015

The Clubman is only the beginning of MINI’s push into more premium territory - and we have every reason to believe it will succeed. It’s comfortable, quirky and still has that degree of excitement that makes MINIs such a hit. The looks won’t be to everyone’s taste but standing out has never played such a significant role. Up against humdrum hatchbacks, we’d say the Clubman’s unique character could give it the upper hand.

MINI is growing up – and in more ways than one. The all-new Clubman is the largest model MINI has ever produced, with this second-generation car signifying the manufacturer’s push into a more premium market where buyers are asking for bigger and better without the compromise.

And that neatly sums up the previous Clubman: it wasn’t without its charm, but a cramped cabin, impractical bodystyle and hard ride rather contradicted everything it was designed to achieve.

At almost 4,300mm long and 1,800mm wide, the all-new model is 270mm longer and 73mm wider than the MINI 5-door Hatch, with 100mm added to the wheelbase.

Those are significant gains, which immediately open the Clubman up to a wealth of new family buyers the previous model failed to attract. In fact, while the Clubman may look like a compact estate, proportionally it actually faces more conventional opposition in the shape of the Volkswagen Golf and Audi A3.

However, while the Clubman may have conformed in terms of size, it's still gone about it in its own unique way. Being a MINI, image is one thing that’s guaranteed. Lashings of chrome, sharp LED headlamps and infinite personalisation options will keep image-conscious buyers satisfied. Even inside, MINI has redesigned the centre console and added plush leather sports seats to give it that upmarket feel the old model lacked.

But changes to give the Clubman more mass market appeal don’t stop there. The old rear-hinged ‘clubdoor’ from the old model – which was more of a hindrance than a help – has been ditched in favour of two conventional rear doors. They make it far easier for passengers to get in and out, especially for UK buyers – who were previously forced to get out into the road rather than onto the pavement.

Once inside, the car's increase in size is immediately noticeable, with far more knee and headroom than before. Yet quirks such as the twin-door boot still remain.

The split boot can be opened by hand or if you have the Comfort Access option specified (essentially a handsfree tailgate), with a simple kick under the rear bumper. The 360-litre capacity can be expanded to 1,250 litres by folding the rear seats flat – about on par with what’s on offer in a Golf.

Now, as well as making the Clubman a lot more practical, one of MINI’s other main targets with the new model was to make it more comfortable. In fact, the brand has gone as far as to say this is most refined car it has ever made.

It's based on the new front-wheel-drive architecture that’s shared with the three and five-door hatchbacks as well as the BMW X1. But despite this, the Clubman gets a completely unique and softer suspension set-up. It immediately feels more forgiving and compliant over rougher surfaces, which has helped to eradicate the skittish nature of the previous model.

As improvements go, it’s a big one, but making it the most refined MINI ever wasn’t an all too difficult task, as ride quality has never been one of its strengths. In the Clubman, though, we’d say it has succeeded.

However, has the newfound sense of refinement come at the expense how much fun it is to drive? To an extent, it has. Because it’s bigger and softer, you can feel that initial degree of sharpness has been lost from its responses. The steering still has that MINI crispness to it, but it's lighter and makes the Clubman feel a tad lazier than the smaller hatchbacks. It’s a trait that’s been inherited from the outgoing model, but the more gracious manner in which the new one covers ground sweetens the deal a little.

Yet that small issue is unlikely to really trouble buyers, and it's only ever noticeable when you really hurl the car around. The rest of the time, the Clubman still possesses that same eager and energetic character MINIs have become so famous for.

The Cooper S we tested has the same 189bhp 2.0-litre turbo as the hatchback, but even in this bigger and softer car, it still really shifts. Floor it, and the MINI will surge from 0-62mph in just 7.2 seconds, plus it’ll hit 142mph flat out.

The Clubman is also the first model MINI has offered with the option of a new eight-speed automatic gearbox. It’s 10g/km cleaner and returns 4mpg more than our six-speed manual test car (45.6mpg and 144g/km), but it’s also a costly option, at £1,700. We think you’d be better informed to put that money towards the £2,785 Chili pack, which features half-leather upholstery with heated sports seats, MINI’s comfort access system, park distance control, automatic air-con and LED headlights.

The model that will be making up the bulk of sales will be the Cooper D, and it’s easy to see why, as it’s capable of a claimed 69.8mpg and 109g/km. The 0-62mph time of 8.6 seconds isn’t too shabby, either.

Key specs

• Price: £22,755
• Engine: 2.0-litre 4 cyl turbo
• Transmission: Six-speed manual, front wheel drive
• Power: 189bhp
• 0-62mph: 7.2 seconds
• Top speed: 142mph
• Economy/CO2: 45.6mpg/144g/km

Vauxhall Astra 1.0-litre ECOFLEX Turbo 2015

Small petrol engines have come a long way, and the Astra’s 1.0-litre ECOTEC direct injection three-cylinder turbo demonstrates that again. Refined, with good low-rev response and excellent economy, it’s as impressive here as it is in its Adam and Corsa relations. Just be careful with that configurator though if you want maximum tax-dodging ability, and as ever that quoted economy figure will be tricky to match in the real world. But all things considered it’s a fine economical choice for those that don’t want a diesel.

Lighter, sharper, more spacious and better equipped, Vauxhall’s new Astra has all it takes to have it fighting at the top of the segment for class honours. It has impressed us already as a higher-power diesel, but the real test of Vauxhall’s rigorous weight loss plan is how the Astra works with the smallest, most economical engines – such as the company's 1.0-litre petrol option.

Every engine under the new Astra’s bonnet is either all-new or extensively revised and Vauxhall is promising economy and emissions to compete with the best. Downsizing is the order of the day and this 1.0 ECOFLEX model features a direct-injection turbocharged three-cylinder unit that produces 103bhp and 170Nm of torque.

In its most economical guise that translates to a tax-dodging 96g/km and 67.3mpg – helped by the Easytronic automatic transmission, low-rolling resistance tyres and stop-start system. Play around with Vauxhall’s online Astra configurator and different trim levels with the same engine and a five-speed manual transmission do see those figures creep upwards.

It’s a marginal increase though, with the most economical manual still dipping below 100g/km. Even the heaviest, most comprehensively equipped and largest wheeled Elite Nav returns 64.2mpg and emits a still impressive 102g/km of CO2.

Our early drive in the three-cylinder economy champion is in a five-speed manual in Tech Line trim, which gains a larger 8-inch touchscreen with sat-nav and a leather covered steering wheel. The three-cylinder engine does a good job in both the Adam and Corsa, but even with the new Astra’s sizeable 200kg weight loss, there’s more being asked from it here.

In the Astra the turbocharged triple is a demonstration that downsizing works. The dinky 1.0-litre proves as enthusiastic and able as it is in its smaller relations, despite the bigger body. Obviously it needs working a little bit harder than the more powerful engines in the line-up, especially if you’re chasing its 10.5-second 0-60mph time, but with its peak torque delivered from just 1,800rpm it’s not as frenetic or busy as you might think.

Revving it hard does reveal its three-cylinder make-up, but it’s never raucous, unpleasant or intrusive, while the five-speed manual gearbox shifts quickly and easily – though another ratio might improve economy even more.

Around town you’ll be doing well to hear the engine thanks to the fitment of a balancer shaft to reduce vibrations, which, along with Vauxhall’s focus on noise reductions elsewhere, makes for a hushed drive. Such are the improvements in wind and engine noise you hear a bit more from the road as the speed rises, but the Astra’s right up there with the Volkswagen Golf when it comes to refinement, adding to its more upmarket feel.

That’s true inside too, which, thanks to some clever packaging, has far more space, in spite of the Astra's reduced exterior proportions. Rear seat passengers in particular are better accommodated for and the trim materials inside are a marked improvement over its predecessor – if not quite in the same league as the class best from Volkswagen.

The entertainment system is easier to navigate, too. Vauxhall’s fiddly old system has been replaced with an easy to operate touchscreen that dominates the centre of the dash and offers masses of connectivity, whether you use an Apple or Android smartphone. Clear instruments and plentiful adjustment for the driver makes getting comfortable easy, though the high armrest between the front seats does occasionally meet your elbow when you’re shifting gears.

The weight loss doesn’t just benefit economy, either. With it comes a new-found agility, which makes the Astra an enjoyable drive, though a bit more feel from the light steering would improve things further. The ride is supple, too, even on the larger wheels of more expensive trim levels, while the Astra’s style is more stand-out than it ever was.

Key specs

• Price: £16,995
• Engine: 1.0-litre three-cylinder turbo
• Transmission: Five-speed manual, front-wheel drive
• Power/torque: 103bhp/170Nm
• 0-60mph: 10.5sec
• Top speed: 124mph
• Economy/CO2: 65.7mpg/99g/km

Mercedes S500 Coupe

Supreme luxury, lots of comfort, svelte styling and strong performance mean the S-Class Coupe is one of the best in the business.

 

When it comes to making large and luxurious cars, Mercedes-Benz has plenty of experience – and although the S-Class Coupe might have two fewer doors than its saloon sibling, it’s no less comfortable.

Traditionally the S-Class and its variants like this S-Class Coupe always launched with a new piece of groundbreaking technology onboard, and it’s no different here. The S-Class Coupe replaced the old CL model, and is based on a shortened version of the full-size S-Class’ chassis.

It’s available with just three engines – all petrol, unlike the regular S-Class saloon, which features diesel and hybrid models, too.

Opening the range is the 4.7-litre S500 V8, with a twin-turbocharged 5.5-litre V8 in the S63 AMG version and a gargantuan 6.0-litre twin-turbo V12 in the bonkers range topping S65 AMG.

With enough performance on offer from the S500, the AMG models are for those who want something a little more exclusive with extra tyre smoking appeal, but all three engines are beautifully refined, smooth and torquey.

The S-Class Coupe isn’t just about performance, though. With features such as Swarovski crystals set into the headlights and an active curve tilt function that leans the car into bends like when cornering on a motorcycle or a high-speed express train, there’s lots of clever tech, as you’d imagine. The latter is actually for comfort though, to stop the body rolling through bends, so the driver can turn it off if they want to.

Occupying the same sector as the Bentley Continental GT, go for the entry-level S500 and the S-Class Coupe is a cut-price alternative with even more tech, just as much luxury and strong performance.

If that’s not enough, the S63 and S65 AMG models offer enough grunt to rival the Continental GT V8 S and GT Speed respectively, but opt for a car with those three famous letters on its boot and you will have to pay for the privilege – that’s why our pick of the range is the quick, comfortable and refined S500 Coupe.

The S-Class Coupe is lower and shorter than the S-Class on which it is based and as a result it’s sharper to drive. Fortunately it retains the incredible comfort of the saloon and takes it to another level with some ground-breaking technology never before seen on a production car.

We’ve already mentioned the Curve Tilt Function, and it's a development of the Magic Body Control that debuted on the saloon. It uses cameras to scan the road ahead for undulations and primes the suspension to neutralise any bobbing effects and smooth the ride out.

The upgraded system can now see bends too, and it loads the suspension so as to actually lean the car into the corner just like a motorcycle does. The idea behind this is not to increase cornering speeds but to enhance comfort by minimising lateral acceleration so, that in a bend, rather than rolling to the outside of your seat you are pushed down into it, a bit like on a roller coaster.

The Curve Tilt Function comes as standard on the AMG models but is an option on the S500 and is activated by pushing the air suspension button twice.

The sensation is a bit odd at first, but after a while you start to appreciate it. And combined with the Magic Body Control, it gives the sensation you are flying centimetres above the road. Really, though, this technology is merely the icing on the cake, because even with the standard fit air suspension the ride is so good you feel as though you are floating, funnily enough, on a cushion of air.

It's a similar story with the engines. You can get the S-Coupe with either a 4.7-litre bi-turbo V8 with 449bhp in the S500 or a 5.5-litre bi-turbo V8 with 577bhp in the S63 AMG. On paper the difference may seem vast, but you don’t notice it quite as much when cruising on the road. That's especially true of the 621bhp S65 AMG model, which genuinely doesn't feel much quicker than the S63, despite a price difference of around £57,000.

The S500's smooth nine-speed auto gearbox suits the nature of the car more so than the seven-speed unit in the AMG models, because while the S-Coupe steers and handles very well for something weighing two tonnes, there is something about the Mercedes' tranquil nature that doesn't egg you on to drive it fast like an Aston Martin DB9 or Bentley Continental GT does.

Maybe it's the serenity of the cabin - apparently it's the quietest of any production car and we have no reason to doubt that. Even the engines are generally hushed, though if you press the sport button a valve opens in the exhaust to make them rumble like a V8 or a V12 should. But then, even though the S-Class Coupe is a sharper drive than the saloon, it's still not really supposed to be a sports car. It's designed as a seriously rapid stylish and luxurious gadget laden cruiser and the most comfortable coupe in its class. And that's exactly what it is.

Keep it in the Comfort setting and the AMG models retain the majority of the S500’s ride comfort, despite the sportier setup and larger wheels. However, slot the suspension into sport and the big alloys and low-profile tyres do thump a touch over motorway expansion joints. Another reason why we’d stick with the cheaper, more efficient S500.

The S-Class Coupe isn’t available with a diesel engine unlike the S-Class, so it’s not going to be cheap to run. The S500 returns 33.2mpg and emits 197g/km, while the S63 AMG does 28mpg and 237g/km. Go for the S65 AMG and this drops further, to an eye-watering 23.7mpg and 279g/km CO2. As yet there are no plans for a diesel but a hybrid borrowing its tech from the S-Class could be on the way.

However, anyone who can afford the S-Class Coupe in the first place probably isn’t too concerned about fuel bills. The entry model starts from just over £96,000, while the 63 AMG commands a £29,000 premium. This is nothing compared to the cavernous leap to the S65 AMG however – at £183,000 it’s roughly £57,000 more than the already potent and luxurious S63.

Despite getting the S-Class name, unlike with its predecessor the CL, this time round there is a much greater visual differentiation between it and the limousine on which it is based.

The bodywork, for instance, features sharp creases down the sides, a long bonnet, sloping roof and a neat spoiler integrated into the bootlid plus, of course, two, rather than four, doors. The coupe is a really striking machine, though it’s more handsome than beautiful.

Also standard is a panoramic sunroof, which you can upgrade with Magic Sky Control that allows you to darken the glass at the touch of a button. There are two individual seats in the back that are separated by a central console that runs all the way from the front and blends into the new dash design which, once again, is unique to the Coupe.

Mercedes really has pulled out all the stops to give the car a lavish and luxurious interior, ensuring that every surface you touch oozes quality. Thing is it still doesn't feel quite as unique to sit in as a Bentley Continental GT, but the technology on board makes that of its British rival seem as antiquated as building cars by hand.

You get all the same goodies as on the saloon. That means a touch sensitive control for the infotainment system, two huge display screens and enough gadgets to fill the Apple Store. Other highlights include the metal finish eyeball vents for the air-conditioning, the precise action of the switchgear and the rotary controller for the infotainment system.

In the front there is plenty of room, but being a coupe there isn’t anything like the space in the back as with the saloon. That said it’s about as good as it gets in this class as there is just about enough headroom for adults. Legroom is good, but even with the long doors, getting into the rear can be a touch job for taller people due to the low, swooping roofline.

The front seats automatically slide forward to help, but long distances shouldn’t be too much of a problem, thanks to the air-cushioning ride giving the S-Class Coupe the edge over its rivals for rear passengers.

Boot space is decent in this class too with 400 litres of room, which is more than enough for some suitcases or a couple of sets of golf clubs.

Mercedes has forged a strong reputation for building durable cars, and this is backed by a strong 11^th place finish in our Driver Power 2015 satisfaction survey.

As you’d expect, the S500 comes with plenty of standard safety kit, including eight airbags, a traffic sign recognition camera, a driver drowsiness monitor and a stability control system that incorporates Curve Dynamic Assist and Crosswind Assist. It can also be fitted with the Driving Assistance Package, which adds blind spot monitoring, lane keep assist and adaptive cruise control, plus a night-vision camera. Put simply, there’s lots of advanced tech on offer to give even more peace of mind when it comes to safety.

New Kia Cee'd 1.6

The new dual-clutch gearbox is a worthy addition to the tried and tested Kia Cee’d range, bringing welcome gains in fuel economy and a decent drop in CO2 emissions. The 1.6-litre diesel engine is new as well, but despite a jump in power, still can’t match the smooth options from VW or even Vauxhall. This top-spec hatch is expensive, too.

Back in May we visited Kia’s state of the art European factory in Slovakia to help build the one millionth Cee’d. Just four months later the brand has facelifted its second-generation family hatch with updated styling, new engines and a fresh seven-speed dual clutch gearbox.

We drove a range of revised models – including the 1.0-litre three-cylinder – a few weeks ago, but as with any new car, the true test comes when it arrives in the UK.

As popular as these scaled-down turbocharged petrol engines are, a considerable 40 per cent of Cee'd sales are still accounted for by diesels. So a new 1.6-litre CRDi is an important introduction for the Korean car maker.

On paper, this four-cylinder unit sees CO2 emissions drop by 10g/km, while fuel economy for the manual car jumps to an impressive 78.5mpg. However, the biggest gains are on the automatic model, where this seven-speed dual clutch trumps the old six-speed torque converter by almost 25 per cent.
That means emissions are down to 109g/km (from 145g/km) and fuel economy is up to 67.3mpg (from 51.4mpg). Not quite as frugal as the manual – but impressive nonetheless.

The engine is more powerful too, and feels it in near enough every situation. The 0-60mph sprint takes just 10.2 seconds (compared to 11.3 seconds in the old car), while a 40Nm bump in torque to 300Nm ensures it also feels quicker in gear.

It’s still not as refined as some of its European competitors, emitting a mildly intrusive clatter on start up and at low revs – but settle into a cruise and it’ll plod along nicely. What’s more, plant your foot at motorway speeds and it’ll surge forward, letting you overtake slower moving traffic more easily.

The gearbox is the biggest revelation though. It feels smooth and quick to react – especially at the top end, where it shifts from sixth to seventh without you noticing. There’s a pair of (admittedly cheap-feeling) steering wheel mounted paddles too, so you can even have a bit of fun if you find yourself on a twisting back road.

But don’t expect Kia to have transformed the Cee’d into a Ford Focus-fighting drivers car. Despite tweaks to the chassis and suspension, this remains a car that prioritises comfort over dynamics. It’s impressively composed over lumps and bumps, but throw it into a bend and the lifeless steering does little to instil confidence. That said, there’s plenty of grip and providing you don’t push too hard, too often, it’ll prove a satisfying enough car to live with.

All models are now available in sporty GT Line trim, though our car came in the slightly more restrained, yet still well-equipped ‘4’ specification. At £23,730 (for five doors, a diesel engine and an auto gearbox) it does look expensive – especially next to the SEAT Leon FR 2.0 TDI DSG – but you will benefit from a quite extraordinary list of standard kit. Interior quality is good, too, and rapidly approaching German levels of solidity.

All ‘4’ models get 17-inch alloy wheels, heated leather seats and steering wheel, keyless entry and go, an LCD high-definition display and a panoramic roof. That’s not to mention the adaptive xenon headlights, 10-way adjustable driver’s seat, front and rear parking sensors, and Smart Park Assist system. You’d have to spend quite a bit more on an equally-equipped VW Group car.

 

Key specs

• Price: £23,730
• Engine: 1.6-litre 4cyl diesel
• Power/torque: 134bhp/300Nm
• Transmission: Seven-speed dual-clutch auto, front-wheel drive
• 0-60mph: 10.2 seconds
• Top speed: 124mph
• Economy/CO2: 67.3mpg/109g/km
• On sale: October 2015

Ferrari F12 Berlinetta

The F12 Berlinetta is an incredible car and a real technical achievement – but it’s not the best Ferrari you can buy. For handling, the 458 Italia is better; for covering long distances, the larger all-wheel-drive FF is more capable; and for those wanting the ultimate supercar from the brand, there’s the forthcoming hybrid LaFerrari. Still, the F12 is a gorgeous-looking car and there’s a tangible thrill you get from driving it that makes us glad that it exists.

Is there really any need for the Ferrari F12 Berlinetta? It’s a question you could be forgiven for asking of this £240k supercar when there are so many other exotic models on the road. But when we fired up the big V12 for the first time on British soil, we had another, more pressing question: exactly how ferocious is it?

Anyone who says supercars are no longer intimidating hasn’t seen the F12’s performance stats, and then signed a form agreeing to pay Ferrari for any damage.

The engine is a development of the 6.3-litre from the FF, only here power is up from 660bhp to 730bhp. And it’s all sent to the rear wheels. So for the first few minutes in an F12, most people will tread on the throttle pedal as if it’s glass.

Pottering around in this car highlights a few things: the steering is light, the gearbox is smooth in fully automatic mode, the powerful carbon ceramic brakes aren’t too grabby and, with the adaptable suspension set to “bumpy road”, the ride is supple for a supercar.

Aside from the way it wants to follow cambers, this Ferrari is very easy to drive slowly. But what’s the point of blowing £239,317 on a thoroughbred prancing horse if you’re never going to venture beyond a trot? So there’s only one thing for it. Grip the wheel, clench your teeth and nail it!

The very moment your right foot squeezes the pedal, the F12 squats down on its haunches and catapults you towards the horizon, with the seven-speed dual-clutch gearbox shifting as quickly as you can snatch at the steering wheel paddles.

It’s a testament to Ferrari’s excellent electronic differential and perfectly judged driver aids that unleashing the 690Nm of torque doesn’t annihilate the rear tyres in an instant. But there’s no smoke; just a sense of rocket-like thrust, a blurring of the scenery and a loud, rasping, metallic howl from the exhausts.

The way the F12 builds speed is truly incredible. It would probably be even more incredible if you could tell just how fast you were going. As if your brain didn’t already have enough to cope with, Ferrari has given it the added challenge of deciphering the F12’s tiny speedometer – although you can switch the display to a digital readout.

With 0-62mph taking just 3.1 seconds and 0-124mph a barely believable 8.5 seconds, the chances are if you’ve pushed the accelerator all the way in, then you’re already over the speed limit anyway.

Interior quality is excellent, but there are some Italian foibles. Having the controls for the windscreen wipers and indicators on the face of the steering wheel is annoying, while it doesn’t make much sense that sat-nav, infotainment and in-car displays are all on two small TFT screens either side of a huge rev counter. And who knows how you access all the car’s available menus?

Thanks to the Audi influence, a Lamborghini Aventador’s interior is more logical. Yet arguably, it’s more flamboyant. Amazingly, driving the F12 through London failed to draw quite the attention we were expecting. People weren’t quick to notice the exquisite details like the ‘aero-bridge’ above the front wheelarch, which channels air smoothly down the sides of the car and over the rear wheels, or the active aerodynamic vanes in the front intakes.

Still, it’s touches like these which make the F12 twice as aerodynamically efficient as its predecessor – the 599. It’s 70kg lighter as well, and when you combine that with a lower centre of gravity than the old car’s, the newcomer feels far more agile.

Some may find the steering a bit quick and light, but it soon begins to feel natural. There’s just so much traction and grip that eventually even the most faint-hearted will turn the steering wheel-mounted manettino switch from Sport to Race mode, which limits the assistance from the car’s computers. But there’s no getting away from the fact this is a 730bhp supercar, and you need to treat it with respect.

By comparison, the Ferrari 458 feels tame, meaning you can exploit more of its brilliance more of time, which ultimately makes it a better supercar. Okay, so with a boot bigger than a Volvo V40’s, the F12 is better for crossing continents. But if you want a practical Ferrari, there’s the four-seat, four-wheel-drive FF.

 Key specs

• Price: £239,317
• Engine: 6.3-litre V12, 730bhp
• Transmission: Seven-speed automatic, rear-wheel drive
• 0-62mph: 3.1 seconds
• Top speed: 211mph
• Economy: 18.8mpg
• CO2: 350g/km
• Equipment: Carbon brakes, leather trim, 20-inch wheels, sat-nav, adaptive suspension