Volvo XC90 R-Design

Upgrading to a sportier trim usually means you get sharper styling at the expense of driving comfort. However, the Volvo XC90 R-Design manages to look sporty and is nearly as comfortable as the standard model – in spite of its larger wheel and tyre combination. The newcomer is expensive, at almost £50,000, but if you want a sporty-looking, spacious SUV with reasonable running costs, it’s well worth considering.

Manufacturers know that sport sells, and buyers wanting a racier look for their new car are well catered for. While some makers hang their sport trims on the coat tails of performance models, Volvo hasn’t got that luxury. But that doesn’t stop it from offering its sporty R-Design trim across the range, including on the new Volvo XC90 SUV.

Like other R-Design models in the line-up, the XC90 gets unique styling touches inside and out. There are matt-silver wing mirrors, a subtle bodykit, a gloss-black grille and matt trim around the grille and windows.

You also get a set of 20-inch alloys wrapped in low-profile tyres, while full LED headlamps are still a talking point of the design. The result is an imposing SUV, especially in vivid Passion Red paint – exclusive to R-Design trim.

Climb inside, and you’re not left wanting for kit. The stylish cabin is boosted by R-Design-branded electric leather seats and two-zone climate control, while the Volvo’s smart touchscreen with sat-nav adds to the minimalist look.

There’s a leather steering wheel and gearlever to mark the car out, too, but as soon as you hit the road, it’s clear this model is no more performance-orientated than the standard model.

We tried the D5 diesel, and while it’s quick enough, the 222bhp four-cylinder engine makes itself heard when pushing on and disrupts the tranquil cabin. A Dynamic setting firms up the suspension and sharpens the engine and gearbox response, but as the XC90 is such a big car, body roll is still an issue in corners.

Plus, while the steering is firmer, it doesn’t offer much in the way of feedback. There are shift paddles if you want to take manual control of the eight-speed auto, yet you’ll soon find it’s easier to let the electronics do the work.

The Volvo is better in Comfort mode, and although the low-profile tyres do add extra road noise and make the ride firmer, it’s not uncomfortable. If you’re intent on saving fuel, Eco mode softens throttle response, yet this encourages you to press the pedal harder to get something out of it, which completely defeats the object of the setting.

Stick in Comfort mode, and the XC90 is a refined cruiser, while the sportier cabin hasn’t compromised the car’s practicality. You still get a seven-seat layout, and there’s plenty of space for all passengers, although the dark interior trim does feel oppressive.

Key specs

• Model: Volvo XC90 D5 R-Design
• Price: £49,285
• Engine: 2.0-litre 4cyl diesel
• Power: 222bhp
• Transmission: Eight-speed auto, four-wheel drive
• 0-62mph: 7.8 seconds
• Top speed: 137mph
• Economy/CO2: 48.7mpg/152g/km

Mercedes C-Class Estate

 

The Mercedes C-Class Estate is a practical and comfortable family car.

 

The Mercedes C-Class Estate feels like a luxurious and grown-up car – and it looks the part too, thanks to its glamorous S-Class inspired styling. While the AMG Line is popular for its sporty looks, this Merc wagon actually majors on comfort and cabin quality so the BMW 3 Series Touring remains our pick if you’re after the best handling experience.

In aiming for a more relaxed character than the sporting BMW though, Mercedes has come up with a very desirable and cosseting family mover, especially if you can run to one of the larger diesels. The hybrid models look pricey, but are great to drive and worth especially close inspection if you’re a company car driver.

The Mercedes C-Class Estate is the more practical alternative to the C-Class Saloon.

The estate derivative has been popular in the UK ever since it followed the four-door C-Class into showrooms in 1996, and has gone through three generations since.

The latest all-new model was introduced in the UK in the middle of 2014, boasting a stylish design, a range of clean engines, plenty of hi-tech gadgets and a luxurious interior. It goes head-to-head to with cars like the Audi A4 Avant and BMW 3 Series Touring, offering a boot with a maximum capacity of 1,510 litres.

In the UK, the biggest sellers in the C-Class Estate range are the C220 and C250 BlueTEC models but Mercedes also released a C300 BlueTEC HYBRID version in early 2015, which boasts CO2 emissions of 99g/km – that’s great for company car buyers.

There’s also a plug-in C350e model for drivers with a petrol-hybrid preference, and of course there’s the AMG performance division’s legendary take on the Mercedes-Benz ‘tourenwagen’. That one sports a stonking great V8 engine, and it prowls autobahns and motorways the world over badged as the AMG C63 Estate.

If you can’t justify the price or fuel bills of the real thing, you can at least have some of the AMG C63’s style on a regular C-Class wagon. That’s thanks to the desirable flagship AMG Line trim level, which is designed to take the fight to Audi’s A4 S Line and BMW’s 3 Series M Sport cars. On the C-Class, the AMG Line brings special 18ins alloy wheels, sports suspension, leather sports seats and steering wheel, plus a sporty exterior styling package with lowered front and rear aprons and side skirts.

The C-Class Estate range kicks off with SE models, and because it’s still a premium model they too feature alloy wheels, cruise control, dual-zone climate control, and touchpad media system with Bluetooth, DAB audio and a reversing camera as standard. The Sport model is the mid-ranger, bringing larger 17ins alloys, heated front seats and sat-nav.

In spite of its swoopy looks the C-Class Estate’s handling is OK but no match for the BMW 3 Series. Unfortunately, the steering is a let-down. The wheel feels extremely light, especially around the dead-ahead, while Merc’s Direct Steer system adjusts the power assistance according to speed and driving mode. Although the response is weightier in Sport modes, the variable-ratio rack is inconsistent and has hardly any feedback.

The optional air suspension for around £900, provides a marble smooth ride on rough motorways. Bumps are smoothed out to a gentle bounce at speed but we found the system gets caught out over sharp ridges and potholes when you’re driving around town. Occasionally you hear a loud thud and feel a jolt in the cabin.

With the air suspension set to comfort, the C-Class leans a bit too much in to bends, but switching to Sport to adjust the engine response and suspension stiffness does help things slightly.

If you can't stretch to the adaptive set-up, don't worry, as the standard dampers strike a good compromise between body roll and comfort, only jolting over the roughest of UK roads.

Overall, the C-Class Estate is just as accomplished as the saloon when it comes to refined cruising, but it can’t match the 3 Series Touring for driving enjoyment.

Both the C250d BlueTEC and C220d BlueTEC are powered by differently-tuned versions of the same 2.1-litre diesel engine, providing plenty of in-gear performance. The 201bhp C250d comes with a seven-speed automatic as standard, and, in typical Mercedes fashion, it smoothes out shifts for a really relaxing drive.

Officially, the C250d will go from 0-62mph in 6.9 seconds, while the 168bho C220d takes 7.6 seconds. At higher motorway speeds, the C220 struggles a little more, taking its time to execute overtakes.
Given the Estate model is likely to be used for carting around heavier loads, the more powerful C250 is a more satisfying all-rounder, and likely to only suffer marginally in fuel economy.

But, while we’ve got no qualms with the performance we’re not so sure about the refinement. Keep engine revs low and it’s OK but if you’re at full throttle or in Sport mode – where the gearbox holds on to the gears until the last minute – the 2.1-litre unit sounds seriously gruff and noisy.

The C300 BlueTEC HYBRID is a bit better; it has the same engine but it’s boosted by an electric motor so it never seems to be working quite so hard. Most manufacturers struggle to make four-cylinder diesels refined, but the C-Class is particularly disappointing given how relaxed the rest of its ambience is.

There’s a 1,598cc diesel-powered C200d entry model too, but it’s the least dynamic of the C-Class Estate family offering only 134bhp and 300Nm. That’s enough for 0-62mph in 10.1 seconds and 133mph flat-out.

If you insist on driving a petrol-powered C-Class Estate (AMG C63 excepted), you’ve two versions of a direct-injection 1,991cc in-line four-cylinder to choose from. First up is the C200 which comes with a standard six-speed manual. It makes a touch over 180bhp and delivers 0-62mph in 7.7 seconds and 146mph. Its 300Nm of torque matches the entry-level diesel.

The C350e Sport Plug-In Hybrid is more interesting, as it comes with a 208bhp version of the same petrol engine supplemented by an 81bhp electric motor. That combination – through 7-G Tronic automatic gears – delivers a 0-62mph time of 6.2 seconds and a potential 153mph maximum, as well as silent electric running mode in town. Both petrol and diesel hybrid models are pricey though.

The 1.6-litre C200 BlueTEC is the cheapest and least powerful diesel in the range but it’s not actually the most fuel-efficient. That title goes to the 2.1-litre C220 BlueTEC model, which boasts emissions of just 108g/km, with fuel economy of 65.7mpg. Not too far behind that is the more powerful C250 BlueTEC, which claims figures of 117g/km and 62.7mpg.

The C300 BlueTEC Hybrid model cuts emissions to 99g/km, making it the pick for company car buyers – its mpg figures are pretty impressive too, as Merc claims the model will return up to 74.3mpg on the combined cycle and as much as 70mpg around town thanks to the electric-only function.

The C350e plug-in petrol hybrid makes an interesting comparison, as it’s even faster than the diesel hybrid, and, if you take things easier, can be driven in a style that returns an incredible 134mpg out of town with C02 emissions that crack the sub-50 g/km mark.

While the frugality of both hybrid models is admirable, if you’re tempted to take one on as a company car driver you may be doing your bank balance a favour as well as the environment. Both the diesel hybrid and plug-in petrol version will cost you the thick end of £40k before you’ve added any optional goodies – the C200 and C220d models are both around £10k cheaper, but the plug-in hybrid is only £3.5k more expensive than the C250d.

In spite of the plug-in’s extreme official MPG figures, the C250d will likely be more economical if your real world motoring includes lots of high speed motorway thrashes, but the low emissions of the hybrid will save 40 per cent tax payers a packet if their Merc is a perk.

Looking at the petrol-powered C200 now, it manages 51.4mpg while emitting between 128 and 134 g/km of CO2 depending on tyre sizes. Either way, Mercedes doesn’t expect many UK buyers to go for it as the diesel models offer greater economy and cheaperMercedes has taken bold steps with the design of its most recent models, and the C-Class Estate certainly cuts a dash compared to its rivals. As you would expect, it mostly shares the saloon’s looks, so you get a large rounded grille with an oversized three-pointed star, while swooping headlights add yet more drama to the front end. Sport models and above get full LED headlamps with distinctive daytime running lights.

Further back, the sculpted wings and doors add drama to the look, while the extended roof line of the estate blends into a small bootlid spoiler and a rounded tailgate. The Estate also gets roof rails, which are finished in chrome on Sport models and higher, while the tail-lights wrap around the rear wings and bootlid. That tailgate is power-operated on all models and, while it’s a little slow to open, it does at least take the strain out of lifting it.

 

Climb inside and the C-Class Estate is identical to the saloon, so you get the same high-quality look and finish as you’ll find in the S-Class limousine. All models have a tablet-style colour centre console display, although it looks a bit like an aftermarket addition.

Automatic models, like the one in our test, feature a column-mounted shift, decluttering and freeing up space on the dash, while the mix of gloss black plastics and metal switches adds an air of solidity. All cars get artificial leather as standard, but you’d be hard pressed to tell it from the real thing, while the C-Class’s build quality can’t be faulted.

The C-Class Estate is designed to compete head-on with rivals from Audi and BMW, and at 4,702mm its 15mm shorter than the A4 Avant and 78mm longer than the 3 Series Touring. At 1,810mm the Merc is a single millimetre narrower than the BMW, and 16mm narrower than the Audi.

It’s a little taller than both rivals though at 1,457mm. The BMW stands 1,429mm high, and the Audi 1,415mm.

Compared with the old C-Class Estate, this model has an 80mm longer wheelbase, which has allowed Mercedes to stretch rear passenger legroom by 45mm.

There’s little to separate the C-Class and 3 Series for back seat space with the seats up, as both cars offer lots of head and legroom, but the Mercedes’ circular metal air vents add a classy touch for rear seat passengers. Passengers will enjoy the airy feeling of the panoramic roof that comes with the Premium Package, too. Isofix child seat mounting points are standard across the range.

The C-Class Estate’s boot can hold 490 litres of gear with the rear seats up – ever so slightly down on the 3 Series – and 1,510 litres with them folded down, which is slightly more than the BMW. But more important than the out-and-out spaciousness are the practical touches that go with it.

An electric tailgate is standard, for example, and the seats fold 40:20:40 at the touch of a button in the boot. If you pay a little extra you can get a hands-free boot, which allows you to kick your foot underneath the rear bumper to open it. That's a handy feature, but what isn't so clever is the fact that the rear seats don't fold totally flat, and there's a small lip on the wide loading sill, so sliding heavy items into the cargo area is more difficult than it could be. There's no pop-up rear window for quick loading of smaller items, either.

The diesel variants of the C-Class Estate make effective tow cars, with a towing limit of up to 1800kgs depending on model.

Mercedes’ reputation for manufacturing mechanically robust cars is still intact, but with the raft of electronics on its new models, glitches are likely to become more of a cause for concern. The latest C-Class is too new to have appeared in our Driver Power surveys, yet it’s already been recalled for a steering column issue as a precautionary measure.

It’s a little worrying too that the Mercedes-Benz brand hasn’t covered itself with glory elsewhere in the 2015 Driver Power Survey. Our respondents rated the manufacturer only 26^th out of 32 when quizzed specifically about reliability, and 10^th for build quality. With all factors considered, the brand’s overall rating came out at a reasonably positive 11^th   place, although the results may not be quite in line with your expectations of the famous three-pointed star.

The safety picture is unarguably positive though. The C-Class Saloon was awarded a five-star rating from Euro NCAP for crash safety, and it’s safe to assume that the Estate will get top marks too.

As well as boasting a new and extremely rigid structural platform, the car comes with seven airbags as standard, and a full complement of safety features like drowsiness detection, tyre pressure monitoring and traction control. Also available on the options list are items like an autonomous braking system, lane-keep assist and – on internet connected cars – a piece of software that will call the emergency services to your location in the event of an accident.

New Volvo XC90 T8 Twin Engine

Timing counts for a lot in the car business, and with consumers thinking twice about diesel power, the arrival of Volvo's plug-in hybrid XC90 couldn't have come at a better time.

The XC90 is, of course, the reigning Auto Express Car of the Year so the base for this new T8 Twin Engine (Volvo speak for plug-in hybrid) is seriously impressive. We love the XC90's style, quality, kit and refinement - the latter of which is moved up a further notch by the part-electric drivetrain.

The T8 combines a 2.0-litre four-cylinder petrol engine over the front axle with an electric motor sitting over the rear axle. The electric motor can be used on its own for around 26 miles, or in combination with the engine for a combined 402bhp.

The stats are important in a car like this - not necessarily the claimed 134mpg (good luck achieving that) but the 49g/km CO2 figure, which will roughly halve your company car tax bill compared to the equivalent diesel, in spite of the near £14,000 premium you’ll pay for the T8.

Equally important is a 0-60mph time of 5.3 seconds with the car in power mode and your foot buried to the floor. With both motors working their hardest, you've also got the accompaniment of a synthetic engine note piped into the cabin to remind you how quickly you're going - and it's not half bad.

There's a similarly decent amount of shove if you bury the throttle when you're on the move, although in hybrid mode there's a slight hesitation as the eight-speed box decides to drop down a gear or two - power mode lessens that. Yet in spite of the other optional drive modes – ‘Save’ to hold back on the use of electric power for town use, ‘Pure’ for full EV mode or ‘AWD’ to ensure all wheels are constantly driven - most owners would do well to leave the car in Hybrid and let the electrics sort things out.

You could always delve into the menus on the wonderful 9-inch portrait-oriented touchscreen and devise your own Individual setting, but left to its own devices the T8 will switch between modes relatively seamlessly, adding to the feeling of calm in the cabin.

But while the performance is impressive, this is not a sporty SUV. The steering is too relaxed in its nature and the centre of gravity of the car feels just too high. No, this is a relaxed and comfy cruiser with a good turn of speed and impressive efficiency.

It's quiet, too, although perhaps Volvo should investigate tyres that rumble a bit less than the Pirellis fitted to our car – everything else is so hushed, tyre noise seems amplified.

The brakes take a bit of getting used to as well. They feel a bit wooden at first, needing a fair stomp to react, but then they do have a lot to do, sending energy back to the battery pack hidden in the spine of the car as well as stopping this big, heavy SUV.

Opt for air suspension and the Volvo XC90 rides nicely - although it's now beaten by the new Audi Q7 in that respect - and while the interior is beautifully built and looks fabulous, again, the Q7 has moved the game on already.

The Volvo feels more spacious inside than the Audi, though, with deeper windows (and better visibility) and lighter materials, while all seven seats offer as much space and comfort as you'll expect or probably need. You can also guarantee there won't be many safer places to put your family.

Volvo has also taken a leaf out of Audi's book with an options list that can add a fair bit of heft to the price. Our top-of-the-line Inscription model comes nicely kitted out, but some of the more interesting safety and luxury items available are options - that said, with gadgets that will steer, accelerate and brake the car for you in slow-moving traffic and a wonderful Bowers and Wilkins sound system, we'd certainly consider them.

The XC90 remains a worthy Car of the Year winner and this plug-in hybrid adds to its already sizeable appeal. The numbers and tax savings speak for themselves, and if your daily usage can make use of electric power, you'll continue to reap the financial rewards while enjoying a great car along the way.

Key specs

• Model: Volvo XC90 T8 Twin Engine Inscription
• Price: £59,995
• Transmission: Four-cylinder petrol engine plus electric motor, eight speed auto, four-wheel drive
• 0-60mph/Top speed: 5.3s/140mph
• Economy: 134.5mpg/49g/km
• Equipment: Autonomous emergency braking, leather seats, 9-inch touchscreen, DAB radio

New Mitsubishi Outlander 2015

When the current Mitsubishi Outlander launched in 2013, Mitsubishi made a big thing about how the PHEV plug-in cost the same as the equivalent diesel spec-for-spec. 

And amazingly, that’s still true. We’ve already tested the facelifted hybrid, but can the revised 2.2-litre diesel make a compelling argument in the UK’s emissions-driven new car market? 

On paper, it’s off to a bad start. The diesel returns 53.3mpg economy (versus the updated PHEV’s 156mpg figure). To add insult to injury, the plug-in car is also exempt from London’s Congestion Charge and Vehicle Excise Duty (VED).

Running costs aside, the Outlander is easy to live with. It’s simple to manoeuvre at low speeds and there’s a well judged, supple ride. Plus, as the diesel is 245kg lighter than the battery-laden PHEV, it rides better. 

On the motorway, the car remains refined, with only a little wind noise, but the suspension struggles on undulating roads and has a tendency to wallow at times. The steering doesn’t offer much feedback, either, yet it’s accurate and nicely weighted.

The engine is quiet, although it’s not the strongest in the class and quickly runs out of puff. With 148bhp, the 2.2-litre diesel delivers 0-62mph in 10.2 seconds, yet the instant torque of the PHEV’s electric motor means the diesel doesn’t feel as quick. Still, there’s enough grunt through the gears, and the six-speed manual is slick and easy to use.

Our mid-spec GX3 test car benefited from the same aesthetic changes as the refreshed hybrid. All models are four-wheel drive, and get LED daytime running lights on the outside and a USB socket inside, while this GX3 adds smart 18-inch alloy wheels, keyless go, automatic lights and wipers, Bluetooth and leather.

Seven seats are standard – that’s two more than in the PHEV due to its boot-mounted electric motor – although there’s not as much room in the third row as you’ll find in rivals like the Kia Sorento.

Key specs

• Model: Mitsubishi Outlander GX3
• Price: £31,499
• Engine: 2.2-litre 4cyl diesel
• Power/Torque: 148bhp/380Nm
• Transmission: Six-speed manual, four-wheel drive
• 0-62mph/Top speed: 10.2s/124mph
• Economy/CO2: 53.3mpg/139g./km

Renaultsport RS.01

We take to the track in the latest boundary-pushing race car from the Renaultsport stable, the crazy RS.01.

 

At the moment the RS.01 is just an in-house folly for Renaultsport, a one-make racing car that just so happens to be utterly sensational to drive. But in time it may yet redefine what’s possible from a GT3 racing car. And whatever its future, the RS.01 looks, and indeed is, one of the most exciting cars we’ve driven all year.

As you may or may not know, Renaultsport has a rich history of producing wild and rather wonderful one-make racing cars. From the GTA Turbos of the 1980s to the Sport Spiders and rear-engined Clio V6s that followed, Renaultsport’s racing cars have always tended to be, well, just a little bit unhinged.

And this new mid-engined, 550bhp, 190mph RS.01 is no exception. Indeed, it may even be the maddest car yet to emerge out of the eccentric Renaultsport stables.

At the same time, though, the RS.01 also happens to be a drop dead gorgeous machine to look at, and beneath its jaw-dropping carbon fibre bodywork it is, in fact, a very serious racing car indeed.

Like the bodywork that clothes it, the core of the car is made from carbon fibre and features a bespoke mono-cell tub with double unequal length wishbones at each corner, just like a proper Le Mans car.

The engine is a twin-turbo V6 with 550bhp that’s been lifted straight out of a Nissan GT-R road car, but then fitted with a dry sump to improve its lubrication and general efficiency when operating at high revs.

The seven-speed paddle shift, fully automated gearbox is also a bespoke item, built for the RS.01 by Sadev. A highly sophisticated transmission it is, too, featuring no manual clutch as such, which means you just flick the paddles up or down and the electronics take care of the rest, even when you come to a compete stop, at which point the anti-stall system takes over and the car selects neutral all by itself.

In total the RS.01 weighs a fraction over 1,100kg, but maybe its single most impressive technical feature is its aerodynamic package – because at its top speed of 190mph Renaultsport claims the RS.01 develops a cheek-rippling 1,200kg of downforce. A LaFerrari road car, by contrast, develops around 300kg of downforce at the same speed. So you could say the RS.01 has a reasonable amount of grip at high speed. Or could also state that it sticks to the road like chewing gum does to your hair.

We were lucky enough to drive the RS.01 at the Jerez circuit in Spain, where Michael Schumacher and Jaques Villeneuve had their altercation in 1997, and we came away more than a little bit gobsmacked by the car; not just by what it could do, but also the way it in which it did what it did.

The RS.01 has been designed for both the professional and amateur racer alike, its current role being to provide Pro-Am support races for the Renault World Series single-seater championship, a feeder formula into F1. But Renaultsport’s eventual aim is to race the RS.01 in GT3 championships globally as well, so it is intentionally both easy to drive but also crazed enough to keep the professionals fully engaged.

You expect a car that weighs not a lot more than a tonne and which has 550bhp allied to fairly short gearing to be very rapid in a straight line, and the RS.01 most certainly is that. There’s a very slight hint of lag at medium revs but, essentially, you put your foot down and it goes hard, very hard indeed. That’s until the Christmas tree lights appear on the top of the steering wheel to indicate that a higher gear is needed, and soon. And then, bang, you’re into the next gear and it happens all over again.

What you might not expect from a car such as this is for the steering to be so incredibly light (thanks to its variable power assistance) or for the gear change to be so very easy to operate, or for the brakes to be so immensely powerful.

Correction, you always expect the brakes to be powerful when there are four huge carbon composite rotors at each corner, but never this powerful or this easy to use. It’s thanks to the fact that they are equipped with a quite brilliant five stage anti-lock system.

As fast as it feels in a straight line, and however well it stops or changes gear, it’s the grip the RS.01 generates through the high speed corners at Jerez that first frays and then just shreds the outer edges of one’s imagination. It takes a fair bit of getting used to, mainly because the harder you push it, the faster it goes, and the more grip the RS.01 then generates. But once your confidence in it begins to build, the more glued the RS.01 becomes. Renaultsport claims it actually has more grip in high speed corners than the single-seater cars from the World Series, and on this evidence we don’t doubt them for a moment.

Quite what the RS.01 would do to a field of GT3 racing cars in its current state is hard to imagine, although there are ways and means to make it slower in order that it doesn’t just blitz the opposition from the word go, otherwise it won't be invited to compete in GT3 championships in the first place.

But in the meantime, be in no doubt; the magicians at Renaultsport have done it again. In fact they’ve surpassed themselves this time, and then some.

Key specs

• Model: Renaultsport RS.01
• Price: £210,000 (approx) for car + season
• Engine: 3.8-litre V6, twin turbo, petrol
• Transmission: 7-speed automated sequential, rear wheel-drive
• Power/torque: 550bhp/630Nm
• 0-60mph/top speed: 2.5s/190mph

New Lexus GS F 2015

 

Lexus takes a refreshingly old-school approach with its 5.0-litre V8 GS F but can it out muscle the BMW M5 and Audi RS6?

 

The GS F might be an old fashioned kind of sports saloon in some respects, but where it counts – on the road – it delivers a major hit of driver appeal. That's despite the fact that it isn't at the cutting edge either technologically or dynamically. For the 100 people per year that Lexus GB hopes will buy one, the GS F’s big-hearted personality will matter far more than its mildly off the pace 0-60mph time. For most, it will be way more than quick enough, and it has a beautiful interior plus a genuinely comfortable ride quality as well. 

For a brand new Japanese car, the Lexus GS F has a surprisingly old fashioned outlook on life.

Beneath its dramatically-styled new bodyshell it features a traditional thumper of a 5.0-litre V8 engine, with not an electric motor nor even a turbocharger in sight to help it generate the required goods.

Its chassis may have been heavily modified and stiffened compared with that of the standard Lexus GS, but at heart it’s still a front-engined, rear-wheel-drive thunder saloon.

And if the claim by Lexus is to be believed that the GS F is “80 per cent sports car, 20 per cent luxury saloon” the fact that it weighs the thick end of two tonnes once a driver has been installed means it is hardly at the cutting edge in its basic construction. There is, for example, still lots of welded steel at its core; a featherlight sports machine for the 21st century it most certainly is not.

 

And yet, for a certain type of customer there is nothing quite like the new Lexus GS F. Its appeal to that audience may even centre on the fact that it isn't chock full of complicated technologies – even if its price of £69,995 might lead you to hope that it is.

So what sort of a car is the GS F, and does it warrant a place in today’s world of hybrid, lightweight, fuel-efficient sports saloons? Many the alternatives are cheaper and, in theory, can outperform it in more ways than one.

Essentially the GS F is, as prescribed, a sporting luxury saloon in the old fashioned mould, albeit with a deliciously high-tech, high quality interior. It’s a car that’s been designed to provide as much pleasure – and comfort – on the move as possible, even if it isn’t the last word in outright performance.

 

In a straight line it’s fast without ever threatening to re-write the rule book on the space time continuum. Which is about what you’d expect with 470bhp in a 1,865kg saloon. Its zero to 60mph time of 4.5 seconds is entirely respectable in isolation, but a cheaper BMW M3 would eat it for dinner in a drag race.

Similarly, the GS F’s rear-driven chassis may be conventional in its basic layout and engineering, but it has some genuinely impressive tricks up its sleeve to help it stick to the road. A new dynamic drive system provides four different driving modes; Eco, Normal, Sport and Sport +, all of which can be accessed by rotating a dial down beside the gear lever. In each mode the throttle mapping gets fruitier, the steering heavier, the traction control and ESP systems less intrusive, right up to a sub-mode that’s called “Expert” which allows lots of slip before intervening.

The GS F’s trump card, however, is its new electronically operated rear axle, which can vary torque by up to 100 per cent across the back axle to produce maximum grip on the way into, in the middle of, and at the exit of corners. There’s even a slalom mode that can be selected, in which the GS F displays the agility of a car two-thirds its size, reckons Lexus.

 

The eight-speed gearbox has also been comprehensively re-engineered for the GS F, and can again be adjusted up and down to produce faster, more urgent shifts or smoother, slower changes that occur at lower revs, all by playing with the same magic dial down by the gear lever.

The cabin of any Lexus is always a highlight, and the GS F’s is no exception. Indeed it’s a leader even by Lexus’ high standards. Bespoke seats clamp you beautifully in position behind a thick, leather, electronically adjustable wheel. The quality in here is as high as it gets at this level (at almost any level, frankly) while the space on offer both in the rear seats and boot is also hard to fault.

As is the level of equipment on offer. The only options when the car goes on sale in the UK next year will be a sunroof and the upgrade to a higher spec Mark Levinson sound system, otherwise the GS F comes with everything you could want as standard.

On the road, the driving experience is dominated by that big V8 engine, which sounds absolutely delicious at any revs, but especially so above 5,500rpm. Surprisingly given the hardware on offer beneath the bonnet, there isn’t as much low down torque as there is in most rivals, which means you need to rev the GS F quite hard to get the most out of it. But so smooth and fast are the reactions, not just from the throttle but from the paddle shift gearbox too, that this is rarely a hardship. And the aural rewards for going past 4,500rpm mean you keep on coming back for more.

The ride, handling and steering all feel extremely natural and intuitive in their responses, despite the electronics. In any of its modes the GS F feels like a big machine to drive rapidly, but at the same time it also displays bags of composure, with a sharper front end than its smaller RC F cousin, plus a lovely amount of feel from its new rear axle.
 
To drive, the GS F might not be the fastest car of its kind but it’s definitely one of the sweetest, with a well judged, if slightly old-school balance between precision, sportiness and comfort. 

Key specs

• Model: Lexus GS F
• Price: £69,995
• Engine: 5.0-litre V8, petrol
• Transmission: Eight-speed automatic, rear wheel-drive
• Power/torque: 470bhp/530Nm
• 0-60mph/top speed: 4.5s/167mph
• Economy/CO2: 25mpg/262g/km

New Audi A4 Avant 2015

There’s no denying the new Audi A4 Avant is right up there with the class best. It’s stylish, spacious and good to drive, while our Ultra spec test car shouldn’t cost much to run, either. The TDI 190 is more responsive and almost as frugal, but even this lesser-powered 150 is good to drive and brisk through its lower gears. If you spend a lot of time on the motorway, the accomplished seven-speed auto is certainly worth considering, but in all honesty this manual is hard to fault. There are some quirky features on the standard kit list but an essential like navigation really ought to be standard at this price point.

We’ve driven the new Audi A4 extensively over the past few weeks, both in the UK and on the Continent. We’ve tried petrols, diesels, manuals and autos, but until now, only the four-door saloon.

For the first time since launch in 1994, the A4 Avant customers will get their cars at the same time as buyers of the booted version. The estate will command a premium of £1,400 across the range, and boast all the same engines, gearboxes and drivetrains.

As many as 82 per cent of Audi A4 customers are destined to buy diesel, with the mid-range Sport specification expected to snatch 50% of new A4 sales. Previously, up to 65 per cent were saloons, but with that segment sitting almost stagnant in the UK, Audi reckons as many as 45 per cent of buyers will opt for the Avant this time around.

It’s easy to see why. It’s a more considered shape, with clean shut lines, a sloping roof and continuous creases that run all the way to the rear. It gets the same sharp front end, LED daytime running lights and familiar Audi grille, as well as an identical, exquisitely finished interior. Forget what anyone says about the Mercedes C-Class, for now this new A4 is the executive car interior benchmark.

In the back, there’s loads of headroom, and providing you’re not sitting behind Usain Bolt, you’ll be fine for kneeroom too. There’s a fairly hefty transmission tunnel, but like any car designed to adapt for four-wheel drive, this hurdle is almost unavoidable.

The Avant’s boot is on a par with the class best – matching the Merc C-Class for volume (1,510 litres) with its 40:20:40 split seats folded flat, and surpassing it (505 litres vs 490 litres) with them in place. All cars come with an electric tailgate, as well as an electric load cover that retracts automatically when you raise the bootlid. There are handy tie-down points and luggage nets on either side, while Audi claims a one-metre wide opening and market-leading low load lip – making it perfect for sliding bulky items in the back.

Like the saloon, three specifications will be available from launch – SE, Sport and S line. All cars get 17-inch alloys, xenon headlamps and LED daytime running lights, a seven-inch infotainment screen, three-zone climate control and keyless go. Audi will tell you that all cars come with sat-nav, but SE owners are required to link up their smartphones and use preinstalled maps through Apple CarPlay or Android Auto. Sport and S line cars get Audi’s own MMI Navigation built in.

Buyers get a choice of three petrols and four diesels, with all but the 1.4-litre TFSI petrol on sale now. We’d already tried the powerful yet frugal 2.0 TDI Ultra 190 in the saloon, but arguably the most interesting – and the one we try here – is the entry-level fleet favourite Ultra 150, with 148bhp and a six-speed manual gearbox.

First impressions are good. Push the starter button and the four-cylinder engine ticks into life with little more than a murmur. The A4 Avant stays impressively quiet around town, where the light steering and good visibility make tight streets a doddle to navigate.

Acceleration is fine, but you’ll be left trailing in the wake of BMW’s 320d ED Plus Touring. The A4 Avant Ultra 150 will sprint from 0-62mph in 9.2 seconds, while the BMW slices that to just 8.2 seconds. The tall gearing makes the Audi feel quite sluggish on the motorway, too, whereby even burying the throttle in sixth gear makes little difference to your progress.

But on the twisting roads above Marseille, we found the Avant TDI 150 came into its own. It gets the same satisfying steering and compliant ride, while keeping the car in third or fourth gear results in an impressive slug of torque right through the rev band you’re using. It feels far more responsive lower down the gears, with the full 320Nm available at just 1,500rpm.

The gearbox is a joy, too, and far preferable to anything you’ll find in a modern-day BMW. The manual shift is smooth and precise, with a reassuring feel from gear-to-gear. A seven-speed dual-clutch setup is also available, managing the exact same CO2 figures and returning identical fuel economy.

Key specs

• Model: Audi A4 Avant 2.0 TDI Ultra 150 Sport
• Price: £31,500
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 148bhp/320Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph/Top speed: 9.2s/130mph
• Economy/CO2: 70.6mpg/104g/km

New Ferrari 488 Spider

The newcomer is called the 488 Spider, and promises to turn the driving thrills up to 11 by adding visceral wind-in-the-hair thrills to the standard car’s scorching performance and balletic handling. More importantly, with the roof down the Spider places the driver even closer to the brand’s latest turbocharged V8 engine.

Like its 458 predecessor, the Spider uses a folding metal hard-top, which means that whether the roof is up or down, the drop-top 488 looks every bit as gorgeous as the coupe. Above the waistline, a pair of sharply creased flying buttresses replace the coupe’s clear glass engine cover, but elsewhere the Spider looks virtually identical.

At the front there’s the same low nose, gaping air vents and slim, swept-back headlamps, while the heavily sculpted rear wheelarches feature vast inlets that force air to the car’s twin-turbochargers. And as we’ve come to expect with modern Ferrari models, the Spider is much more than a pretty face. Careful sculpting of the panels and tweaking of the car’s underside have helped engineers perform the neat trick of both boosting aerodynamic downforce and reducing drag. The car is lighter, too, weighing in at 50kg less than the 458 Spider.

That’s impressive, but for many Spider owners the really important figure is the 14 seconds it takes to stow the roof. Prod a button on the dash, and the aluminium panel flips gracefully up and over, before sliding unobtrusively beneath a panel ahead of the engine cover. Despite its clever mechanism, the folding roof actually weighs around 25kg less than a traditional fabric covering. Plus, neat packaging means that even when the hard-top is stowed, there’s still space for a handy luggage tray behind the front seats.

More importantly, opening the 488’s strikingly styled cabin to the elements puts the driver at the centre of the action when they press the bright red starter button and the mid-mounted V8 yelps into life.

The 3.9-litre engine is carried over unchanged from the GTB, which means you get the same race-derived flat crank design, twin IHI turbochargers and monstrous 660bhp power output. Yet it’s the thumping 760Nm torque figure that dominates the performance.

The old 458 was fast, but the 488 is on another level. Peak torque arrives at just 3,000rpm, which means the Spider explodes out of corners with real violence. It doesn’t matter what gear you’re in or what speed you’re doing, the Ferrari pins you into your seat and fires you down the road. What’s really surprising about this display is that torque delivery is actually limited in the lower gears to help deliver a smoother and more linear acceleration. And it works, because there’s absolutely no turbo lag – the engine responds to the throttle with almost the same scalpel sharpness as the old naturally aspirated 4.5-litre unit, but with far more mid-range muscle. The 0-62mph sprint is demolished in an astonishing 3.0 seconds flat, while the top speed is a heady 203mph.

And then there’s the noise. Any fears that the addition of turbos would have diluted the traditional Ferrari V8 soundtrack are banished the moment you squeeze the throttle and the needle on the rev counter races around to the 8,000rpm redline. From a deep bark through to a spine-tingling, hard-edged howl that’s overlayed with a subtle whistle from the turbos, the 488 never fails to keep your ears entertained. This mechanical orchestra is conducted beautifully by the faster-acting seven-speed gearbox, which rips up and down ratios with every pull of the large, column-mounted paddles.

Of course, there’s more to the Spider than beautiful looks and brute force. Head down a twisting back road and you’ll discover it's every bit as involving and agile as the coupe.

Chopping the roof off any car normally weakens the chassis, which has an adverse effect on handling. However, Ferrari’s engineers have added plenty of strengthening to the Spider’s structure, with the result that it boasts the same torsional rigidity as the coupe.

The upshot is that you get the same ultra-quick and direct steering, staggering grip and deliciously neutral balance. The standard adaptive dampers serve up rock-solid body control, while twisting the steering wheel-mounted manettino controller unlocks ever more focused driving modes, including the latest-generation Side Slip Control that allows you a little sideways slide before the electronic stability control smoothly intervenes. Yet even with the safety net switched off, the Spider is beautifully balanced and approachable. A further highlight is the LaFerrari-sourced carbon ceramic braking system, which is perfectly progressive and provides eye-popping stopping power.

Slow things down a little and the Spider turns into a perfect cruiser. A powered glass wind deflector helps keep buffeting to a minimum, the adaptive dampers soften to smooth out bumps and imperfections in the road, while the effortless turbocharged torque allows rapid yet relaxed progress.

Key specs

• Model: Ferrari 488 Spider
• Price: £204,400
• Engine: 3.9-litre V8 twin-turbo
• Power/torque: 660bhp/760Nm
• Transmission: Seven-speed dual clutch, rear-wheel drive 
• 0-62mph: 3.0 seconds
• Top speed: 203mph
• Economy/CO2: 24.7mpg/260g/km

Skoda Yeti

The Yeti as it stands is coming to the end of its life, and Skoda has plans for a two-tier replacement involving a larger seven-seat version. Despite that, Skoda’s crossover remains competitive against its newer rivals, with a very likeable, no-nonsense character.

While you might automatically assume that the tough-looking Yeti is best suited to a diesel engine and four-wheel drive, actually it’s the front-drive petrol model that makes the most sense. It has perky performance, surprisingly good real-world fuel economy and is much more refined than the diesel.

If you’re doing big miles or you live at the far end of a rutted track, then fair enough, a diesel 4x4 is best, but for the rest of us the 1.2 TSI will do nicely. It’s a mark of the Yeti’s quality that it remains so competitive in the crossover and compact SUV class after such an extended period on sale.

The Skoda Yeti is a rival to the likes of the Peugeot 2008, Nissan Qashqai and Kia Soul. It arrived back in 2009 and its success was almost immediate, offering great value for money and huge amounts of practicality.
Since then it has received only a minor facelift, with a new nose and rear lights and subtly revised looks.

There’s only one basic 5-door body style – a boxy, upright one with plain looks so typical of Skoda.
A new Outdoor trim was also launched with the facelifted model and comes complete with some rugged underbody protection and plastic wheelarches to make it look more like an off-roader.

There’s no performance version of the Yeti as such, but buyers can have it in Monte Carlo spec, which has a sporting look thanks to a contrast black finish for the roof, mirrors and the 17-inch alloy wheels. There are also some (faintly silly) fake carbon-fibre inserts and a smaller looking three-spoke steering wheel in the cabin. The standard trim levels run from S and SE to the top spec SE L.

The Skoda Yeti comes fitted with hill descent control and all-wheel drive versions have a sophisticated Haldex clutch design that provides maximum traction when needed. A lighter 4x4 system on the latest models means all-wheel drive versions are slightly more economical than before.

The engine range has also been rationalised, with the old 1.6 TDI 103bhp diesel engine dropped in favour of a 108bhp 2.0-litre TDI unit that’s actually 1g/km better off in emissions terms, and also has a little more torque. There’s a 148bhp diesel too, which can be had with four-wheel drive or a surprisingly frugal 1.2 TSI 108bhp petrol unit. All engines can be had with the optional DSG dual-clutch automatic transmission.

The Skoda Yeti has always had an edge over its crossover rivals when it comes to driving dynamics and as the updates were so minimal the new car maintains this advantage. Aside from its higher driving position, the Yeti feels just like a regular family hatchback when you’re behind the wheel.

There’s excellent grip, sharp steering and far less body roll than in the Nissan Qashqai, while the Yeti’s lively nature means it’s far more fun in corners than any crossover has any right to be, even if its steering doesn’t feel quite so well resolved as that of the Qashqai.

The pay-off is a slightly firmer ride quality than in rivals, although you really wouldn’t call it uncomfortable. The Skoda is just as happy cruising at motorway speeds as it is tackling the cut and thrust of urban driving.

Opting for four-wheel drive gives this family crossover excellent grip in mud, snow or other rough terrain, while the system also softens throttle response to minimise wheel spin and helps the car to descend steep hills in a slow and controlled fashion. An off-road button on the dash automatically controls the traction control, hill descent control and braking and it means the Yeti is incredibly simple to drive off-road - sorting out most problems and lack of grip without you even realising there was an issue.

The only problem is that the tall and boxy design is bad for aerodynamics, so there is quite a lot of wind and road noise at motorway speeds, and the diesel engines are quite loud and rumbly - the 1.2 TSI engine is definitely the one to go for if you're looking for a quiet and refined town car.

The 1.2 TSI turbo petrol engine is a decent performer. It doesn’t feel out of its depth in such a large car, and good mid-range torque means there’s plenty of pulling power when you need it. The engine will be a little underpowered when the Yeti is fully loaded, but most of the time it’s more than capable.

With the demise of the 1.6 diesel and 1.8 turbo petrol options, the only choice for more power in the Yeti is to go for the 2.0-litre diesel in either 108- or 148bhp forms. The more powerful engine comes with 340Nm of torque, 90Nm more than the 108bhp version, which will come in very handy if you’re using the Yeti to haul heavy loads, tow anything or you've bought a 4x4 model with some proper off-roading in mind. If you’re just using it to cruise the motorway network, then the 108bhp version is just fine and you’ll only feel the relative lack of torque if the car is fully laden.

On both engines, the standard six-speed manual transmission is just fine – slick and easy to use - but the DSG dual-clutch automatic option is losing its once-unassailable lead in the sector. Newer transmission designs (ZF’s brilliant eight-speed conventional automatic for instance) are now making the DSG feel a little slow to kick-down and occasionally lost looking for the right gear. It’s a good option for town-dwellers, less so for those looking for a little driver engagement.

Here’s where the Yeti trips up a little compared to newer rivals. Although the latest-generation Volkswagen Group engines have been transplanted in, and some of the older units like the 1.6 TDI and 1.8 TSI have been dropped, the fact is that the Yeti’s older design means it can’t compete when it comes to emissions.

The core Nissan Qashqai 1.5 dCi diesel has 99g/km emissions and therefore free road tax for the first year, and that’s something that shows the Yeti in quite a poor light. The greenest version is now the 108bhp 2.0-litre TDI diesel and that can manage, at best, 118g/km, which means paying £30 a year to keep it taxed. It’s hardly an outrageous amount, but it gives other crossovers a clear advantage.

The petrol Yeti, in spite of it being our favourite engine overall, is worse off again. A rating of 128g/km means it will cost £110 a year to tax, a figure that increasingly looks a bit hefty.

Official combined cycle economy figures are 51mpg for the 1.2 TSI petrol and 62mpg for the 108bhp diesel, but in reality most will probably get closer to 40mpg in daily driving. That’s still not too bad though, and a diesel Yeti should go at least 450 miles between fills, maybe a little further if you’re careful and keep the air conditioning switched off.

Incidentally, Yetis now come optionally with a new app called Smartgate that links to phones and tablets and can download driving data for review later. That might help owners tweak their driving style to extract a few more mpg. All Yetis come with stop-start, brake energy recuperation and a gearshift indicator to help keep things as economical as possible.

The Yeti was actually the top-rated SUV in the Auto Express Driver Power rankings in 2013 and by 2015 it had only slipped to 2nd place, so it’s not a car that’s likely to give much bother.

Owners gave the car top marks in almost every individual category and it was the top model for reliability, handling and ease of driving. Average running costs and impressive in-car technology also counted in the Yeti's favour, while drivers love the peace of mind that comes with the car's standard safety features, which include ABS and ESP, plus front, side and curtain airbags.

The Haldex 4x4 system in the facelifted car has been seen before in the Octavia 4x4 - so it shouldn't cause any problems - but the new fog light design has moved them into the path of danger for small shunts and scrapes when you are driving off-road.

The Yeti gets a five-star Euro NCAP crash test rating, and comes with the usual selection of airbags and electronic aids, although rear side airbags are a £295 option and such niceties as a city braking system are thus far unavailable.

Land Rover Defender Heritage Edition

By all rational measures the Defender is totally outclassed by modern off-roaders. Yet the Heritage is packed with charm, rewarding to drive and unrivalled off-road. And at £27,800, it looks like great value alongside the Adventure and Autobiography editions, which start at £43,495 and £61,845. If you want an SUV with huge character and surefire future classic status, then look no further.

Over the course of nearly 70 years and countless updates, the legendary Land Rover Defender has continued to set the standard for unstoppable off-road ability.

But ever-tightening emissions and safety regulations mean that time is running out for the famous four-wheel-drive machine, with production being wound down this year.

However, rather than mourn the loss of its iconic Defender, Land Rover is sending off its evergreen off-roader in style with a trio of ‘Celebration Series’ special-edition models.

The lavishly equipped Adventure and Autobiography are hugely desirable, but it’s this Heritage model that’s closest to the spirit of the original. As its name suggests, this machine is packed with retro touches that hark back to the earliest Land Rovers.

Only 400 Heritage models will be sold in the UK, available in this short-wheelbase 90 bodystyle or long-wheelbase 110, and all are finished in distinctive Grasmere Green metallic paint with a contrasting white roof.

Other old-school additions include the heavy duty steel wheels and the silver painted door hinges and bumpers.

Finally, the left-hand front wing gets a black and white HUE 166 badge, which is a direct reference to the registration plate of the oldest surviving Land Rover, affectionately known as ‘Huey’ by fans of the brand.

Climb into the Landie’s cabin and you’ll find some more nods to the past, such as the colour-coded red and yellow collars for the levers controlling the six-speed manual box and the dual-range transmission.

As with all Defenders, the driving position is high – you tower over other SUVs – and slightly cramped. The steering, gearshift and clutch are heavy, the punchy 120bhp 2.2-litre diesel is gruff and the ride bouncy, while our car’s chunky off-road tyres added extra vagueness to the handling.

Yet despite its dynamic shortfalls, the Defender is hugely rewarding to drive. There’s a direct connection between driver and machine, and it doesn’t take long before you’re totally absorbed in the driving experience – and amazed at how quickly this big machine can be hustled along.

But it’s when you head off the beaten track that it really comes into its own. It doesn’t have the hi-tech Terrain Response system of the latest Land Rovers, but seven decades of development mean it’s still the best 4x4 by far when the going gets tough.

Key specs

• Model: Land Rover Defender 90 Heritage Edition
• Price: £27,800
• Engine: 2.2-litre 4cyl turbodiesel
• Power/torque: 120bhp/360Nm
• Transmission: Six-speed manual, dual range four-wheel drive
• 0-62mph/top speed: 15.8 secs/90mph
• Economy/CO2: 28.3mpg/266g/km