BMW 4 Series Convertible 2017 review

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Image 1 of 19

30 Jun, 2017 4:30pm Jonathan Burn

The BMW 4 Series Convertible has been updated for 2017. We test it in 430i M Sport guise to see if it's improved

The BMW 4 Series range – made up of the Coupe, Gran Coupe and Convertible – has been around since 2013, with over 400,000 examples sold globally during that time. The convertible has always lagged behind its stablemates in the sales charts, but has a recent round of updates made it a more appealing proposition? We’ve driven it in the UK for the first time to find out.

BMW clearly didn’t believe there was anything wrong with how the 4 Series looked, because on the face of it very little has changed. Its recognisable front end now features slightly larger air intakes, a subtle new bumper and twin LED headlamps. In fact, it remains a sharp-looking car, but still lacks the sleek silhouette of the Mercedes C-Class Cabriolet.

• Best convertible cars on sale

Tweaks have also been made to the model lineup. The core 420i and 420d models remain, while new 430i and 440i petrol editions added to the range. It’s the former we’re driving here, in standard M Sport trim.

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Previously, the 430i badge would have meant a tuneful 3.0-litre staright-six under the bonnet, but fold back the roof, hit the throttle and what you hear isn’t the sonorous motor of old. Instead, it’s a tuned version of the smaller 2.0-litre four-cylinder engine from the cheaper 420i. 

In the 430i, it develops 249bhp and 350Nm of torque – that’s a healthy 67bhp and 70Nm advantage over the 420i. As you’d expect it sits squarely between the entry-level convertible and top-spec 440i in terms of performance, with BMW claiming a 0-62mph time of 6.3 seconds. And it plugs the gap on price, too, priced at £43,180 when fitted with BMW’s slick eight-speed automatic gearbox. A manual model is available, and slashes £1,390 from the list price. 

The engine in our car is a strong performer with plenty of low down grunt, making it feel every bit as quick as BMW claims. As well as cranking up the performance from the 2.0-litre turbo, engineers have installed some exhaust trickery to try and make the Convertible sound like it has the engine its badge deserves. There are a few burbles when you lift of the throttle, and a mild rasp at the top end, but there’s no hiding the thrashy four-cylinder engine note buried beneath it all.

Other than the shaving two seconds from its 0-62mph time, it’s difficult to see where the near-£3,000 premium has gone. The 430i is the sharpest car in its class thanks to precise steering and a beautifully balanced chassis, but it’s no more accomplished than the basic model. It ushers you down the road marginally quicker and makes a slightly fruitier, if somewhat contrived noise, but that’s about it.

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When it comes to the best all-rounders, there are more talented options out there, too. The Audi A5 and Mercedes C-Class cabriolets are both quieter cruisers and feel more upmarket thanks to their plusher cabins and premium trim. In this respect, the 4 Series range is beginning to feel a little dated despite the recent update. 

Other sacrifices are to be made if you go for the 4 Series Convertible – especially when it comes to practicality. The boot is a reasonable 370 litres with the roof in place, but problems arise when you want to drop it. Doing so sees luggage capacity shrink to just 220 litres. Compare that to the 380 litres the Audi offers even when the roof has been lowered, and it’s another minus point for the compromised BMW. 

3

The BMW 430i Convertible sits in a middle ground where neither its performance nor its ability seems worthy of the price tag. Although down on power, the cheaper 420i is almost as capable – offering much better value for money overall. Having said that, if your budget can stretch to the flagship 440i model, you’ll be able to see, feel and hear exactly where your extra cash has gone.

• Model: BMW 430i M Sport Convertible
• Price: £43,180
• Engine: 2.0-litre 4cyl turbo petrol
• Power/torque: 249bhp/350Nm
• Transmission: Eight-speed auto, rear-wheel drive

• 0-62mph: 6.3 seconds
• Top speed: 155mph
• Economy/CO2: 44.8mpg/146g/km
• On sale: Now

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Updated Jaguar XJR hits Goodwood Festival of Speed 2017

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Model year updates to the Jaguar XJR are expected to bring the tuned supercharged V8 up to 567bhp

2017-06-30 14:50

It might struggle for attention next to the storming XE SV Project 8, but it seems Jaguar has also used the 2017 Goodwood Festival of Speed to debut an updated version of the XJR super-saloon. 

The BMW M6 Gran Coupe rival appeared earlier today in disguise on the famous Goodwood hill course, setting timed laps in fairly modest disguise. A tweaked bumper and larger black wheels appear to be the sum total of the exterior design changes. 

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Image 2 of 6

The camouflage itself consists of the numbers '575', and Auto Express is led to believe that this is referencing an enlarged power output from the supercharged 5.0-litre V8. Previously at 542bhp, the new unit is now expected to produce the same 567bhp as the F-Type SVR sports car, while torque should rise to around 700Nm.

Those chunkier figures should produce a small improvement on the standard car's 4.4 second 0-62mph time, athough the limited 174mph top speed is unlikely to change. There is no indication yet as to whether or not Jaguar will make any revisions to the suspension or brakes.

We could see improvements to the cabin, however, with some updated tech and material changes. Expect the car to be pricier than the current £92,000 list price when it arrives later this year.

Are you excited by the updated Jaguar XJR? Let us know in the comments section below...

Lawrence Allan

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Ford Fiesta review

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For: 

Fun to drive, great engines, cheap to run

Our Rating: 

5

Against: 

Not as handsome as before, some cheap plastics in the cabin

2017

Britain’s best-selling car, the Ford Fiesta, has been overhauled without losing any of its best features, so it’s better than ever

The Ford Fiesta is a genuine icon in the UK. When the previous-generation model arrived in 2008 it shot to the top of the sales charts and stayed there for its entire life cycle. Now there’s a new model and it’s better than ever - the Fiesta looks set to remain in position as the country’s favourite car, simply because it really is one of the best purchases you can make when it comes to motoring.

The Fiesta is great value and not just because it’s cheap to buy. It’s also brilliant fun to drive, practical, comfortable and comes with plenty of standard kit. With some improvements to cabin quality, infotainment and space, the Ford Fiesta is the best it’s ever been.

30 Jun, 2017

3.8

The new Ford Fiesta isn’t exactly a design revolution over the previous model, and that’s partly because the car uses the same Ford ‘Global B’ platform as before. That means lots of the unseen parts are the same, keeping the proportions broadly similar to before - and, therefore, the design. A familiar trapezoidal grille remains on the front, plus there’s a set of swept-back headlights and a rising shoulder line just like before.

Still, at the back there is quite a change, as the larger, more horizontal taillights and new tailgate give the rear a different stance on the road. The car is longer and wider than before, which helps with interior space, but it also means the new Ford supermini does have a new shape, even though it takes more than a glance to realise.

The bigger change to the Fiesta’s design is on the inside, though. There are fewer hard, scratchy plastics in there, replaced with soft-touch materials and a newer, more modern layout. A large, tablet-style touchscreen sits on top of the dash, just like in the Citroen C3 and Hyundai i20, with the heater controls placed lower down. It means the Fiesta is a far cry from the previous version covered in buttons and switches, and it feels more upmarket as a result. The SEAT Ibiza still wins for material quality and simple design, though.

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Image 12 of 22

Entry-level Style cars feature 15-inch alloys as standard, plus air-conditioning, Bluetooth and a 4.2-inch TFT display screen. The expected best-selling Zetec model adds a heated windscreen, DAB radio and a 6.5-inch touchscreen display with Ford’s SYNC3 software. Move up to Titanium and you get 16-inch alloys, tinted rear windows and a bigger eight-inch screen with sat-nav. There’s also a 4.2-inch screen in between the dials to show driving data, and automatic lights and wipers.

B&O PLAY editions, basically a pack that can be added to Zetec or Titanium models, feature a special interior trim colour and a Bang & Olufsen sound system with ten speakers and a subwoofer. Range-topping Vignale models are positioned to rival premium superminis, and get 17-inch alloys, leather heated seats and a panoramic sunroof - but as these models cost a lot to buy and won’t hold their value very well, we’d stick to a Titanium model if you want more toys.

Sat-nav, stereo and infotainment

There are two touchscreen displays available, depending on the trim level you choose: a 6.5-inch and an eight-inch. The larger of the two has sat-nav, and is available as an option for around £300. It uses Ford’s SYNC3 software, the latest version of the tech that adds Apple CarPlay and Android Auto functionality. The graphics are crisp and it’s pretty easy to use, but there are only a few physical buttons to make navigating easier when you’re on the move.

For another £300 you can add a Bang & Olufsen stereo (it’s standard on B&O PLAY cars) that has ten speakers and a subwoofer for improved audio. It’s there to compete with similar systems in rivals: the Nissan Micra has a BOSE set-up, while Beats audio features on a number of other supermini rivals.

4.8

With the Fiesta, Ford has proved yet again that small, cheap cars can be brilliant fun. The Fiesta might be new, but it will retain its reputation for being fun to drive as it’s better than ever through a series of bends.

Lighter steering in this new model means it’s easier to drive, especially in town, but that doesn’t take away from the driving experience on faster roads. There’s enough weight that you can feel the resistance coming through as you turn into a corner, and the feedback through the wheel means you can place the car on the road with ease. The grippy front-end helps too, as you can throw it in to corners even at high speed without fear of pushing wide.

A throttle lift or touch of braking will tighten the Fiesta’s line, and it’s rewarding to play with the little Ford’s chassis. Body control is very good, and bumps mid-corner don’t upset the balance - but what’s really amazing is that the car combines this agility with an impressively comfortable and composed ride.

The ride is good even on rutted roads here in Britain, partly because the Fiesta is so light - even the heaviest version is only a touch over 1,200kg. That helps it in so many areas: handling, ride, performance and even economy. Ford’s engineering magic means that even though the Fiesta is around 200kg heavier than the new Suzuki Swift, it feels almost as light on its feet.

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The driving position is fantastic, as it feels sporty without being hard to get in and out of, and the steering wheel is just the right size to feel natural as well. The manual gear change isn’t quite as slick as the one in a Mazda 2, nor as light as the one in the new SEAT Ibiza, but it’s still really easy and fun to switch gears. These things also mean the Fiesta will be enjoyable to drive every day, not just when you find a great road.

A six-speed automatic gearbox is available, but only on the 98bhp EcoBoost model - and the 1.1-litre triples use a five-speed manual gearbox.

Engines

Our pick of the engine range is the 1.0-litre EcoBoost three-cylinder petrol engine. It’s been around for a little while now, but remains a top choice because it mixes so many great attributes: it’s punchy, economical and really fun to use all at the same time. It’s quiet as well, matching its rivals for refinement on the move - but without losing the characterful thrum of the three-cylinder engine.

It’s available with 98bhp, 123bhp and 138bhp, and all are great options, but make sure you don’t overlook the lowest-powered version in the hunt for more performance. The turbocharger means it’s punchy enough in the mid-range, and the 1.0-litre triple’s willingness to rev means it’s great fun to hustle along as well. More powerful versions are also more expensive, so make sure you’re not seduced by power figures you’ll rarely make use of.

The 98bhp EcoBoost takes 10.5 seconds to go from 0-62mph, which goes down to 9.9 for the 123bhp engine and to 9.0 seconds flat for the 138bhp unit. The higher-powered 1.5-litre TDCi diesel engine also takes 9.0 seconds to do the sprint, as it has 118bhp - until the Fiesta ST arrives with its 6.7-second time, these are the quickest Fiestas in the range.

Diesel fans will be impressed by the refinement of the 1.5-litre TDCi, which featured on the older car but is now available in a higher powered 118bhp guise. There’s barely any clatter at idle, while working the unit hard results in nothing more intrusive than a muted roar.

On paper performance isn’t particularly startling in the 84bhp diesel model, which claims 0-62mph in 12.5 seconds, but the 118bhp version matches the 138bhp petrol for outright pace, completing the same benchmark in 9.0 seconds. Both versions benefit from the same slick six-speed manual gearbox.

Other engines in the range will include a 1.1-litre three-cylinder petrol with 69bhp or 84bhp, boasting low insurance premiums and high fuel economy. For ultimate economy, you’ll want the lower-powered 85bhp TDCI 1.5-litre diesel, which returns as much as 88.3mpg and as little as 82g/km of CO2.

3.8

Our annual Driver Power customer satisfaction survey is the biggest of its type in the UK, and gives us an accurate picture of how much owners like their cars. The new Ford Fiesta is too new to appear in the 2017 poll, but the previous-generation model came in 50th out of the top 75 cars to own in the UK, as owners suggested it was middling in terms of practicality and interior comfort.

The fact that Ford has worked had to fix those bad points in this new model bodes well for next time, and only 4.7 per cent of owners said their Fiesta had gone wrong during their ownership - that’s promising too.

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Image 16 of 22

It’s a similar story when it comes to safety - the Fiesta hasn’t been tested by experts at Euro NCAP yet. The old car got five stars when it was tested in 2012, scoring well for adult and child protection. This new model uses the same platform, so should score well again - and now it gets a raft of optional hi-tech safety gear including cross traffic alert and adaptive cruise control, with autonomous braking as well.

Warranty

As with all Ford cars in Britain, the Fiesta has a three-year or 60,000-mile warranty as standard. It covers anything the goes wrong with the car mechanically - and you get coverage for corrosion and paint defects as well.

Three years is an industry standard, so the Fiesta is competitive, but the Hyundai i20 and Toyota Yaris have five-year warranties as standard, and the Kia Rio has seven years.

Servicing

Servicing your Fiesta is pretty straightforward - it’s once a year and you can pay around £550 for maintenance over the first three years from Ford. There are dealers all over Britain and lots of experienced mechanics too, so finding somewhere nearby to do it won’t ever be a problem. Finding parts will be similarly easy as the Fiesta is the biggest-selling car in the UK.

4.3

Although some rivals such as the Honda Jazz and Suzuki Baleno offer much more interior space than the Fiesta, the Ford is now on a par with its more well-rounded rivals such as the SEAT Ibiza and VW Polo.

The Fiesta isn’t just spacious - it’s practical in the sense that it’s easy to drive, and the driving position is excellent. It’s not just for the average person, though, as the amount of adjustment in the wheel and seat means taller and shorter drivers will be able to get comfortable.

Visibility is good, apart from the small rear window and thick C-Pillars. Parking sensors and a rear-view camera are on the options list, which some will find very helpful.

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Size

The Ford Fiesta is 71mm longer and 12m wider than the previous model, and the wheelbase is 4mm longer as well which helps with legroom in the back. In total, it’s 4,040mm long, 1,735mm wide, 1,476mm high and has a wheelbase of 2,493mm.

That makes it a little thinner than a Nissan Micra, but it is longer and taller and has a longer wheelbase. However it’s only by a matter of millimetres and most cars in this class are pretty much the same size on the outside; it’s the inside that really sets each model apart.

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Leg room, head room & passenger space

Ford says there’s an extra 16mm of legroom in the back of the new Fiesta, and it does feel a little bit more spacious than before. It’s not as cavernous as a Suzuki Baleno or Honda Jazz in the back, but there’s more than enough leg and headroom even for taller adults in the back seats. The seating position in the back is a little bit too upright for total comfort, but for the kind of journeys buyers will use it for that won’t be a problem.

In the front there’s lots of space and both driver and passenger will be able to get comfortable thanks to the amount of adjustment offered in the seats.

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Image 10 of 22

Boot

The Ford Fiesta is available as a three or five-door, and the boot size changes depending on which you go for. The three-door has 292 litres with the seats up, and 1,093 litres with the rear seats folded down, while the five-door has: 303 litres with the seats up but 984 litres with them down.

That can get confusing, as it’s got a bigger boot than a Nissan Micra in five-door form, but not as a three-door - and even more confusingly, the three-door Fiesta’s load space with the seats down is bigger than the Micra’s, but not as a five-door! All you really need to know is that the Fiesta is now a little more competitive, but not by much - though most cars in this class have a boot of a similar size.

The boot opening is wider than before too, which makes getting big items in and out easier. The loading lip is still quite high up, which hinders sliding in long items. However, for £75 you can add a variable boot floor, which can be raised to create a flat load area with the rear bench folded.

4.5

Part of the magic of cars in the supermini class is that they can be fun to drive, more so than some much more expensive cars, without being pricey to run. The new Ford Fiesta is no exception to that rule, and its range of small-capacity petrol and diesel engines are very frugal.

It’s not just about fuel economy, as purchase price and even the cost of fuel plays a big part in how cheap a car is to run. For that reason we expect that most buyers will gravitate towards the petrol 1.0-litre EcoBoost with 98bhp. It emits just 97g/km of CO2 and returns 65.7mpg, which is competitive in its class - most 1.0-litre turbocharged petrols, such as the ones in the Skoda Fabia, SEAT Ibiza and Suzuki Swift will produce very similar figures.

The 123bhp version of the EcoBoost engine returns the same economy figure, and emits just 1g/km more CO2, while the 138bhp 1.0 emits 102g/km and returns 62.7mpg. The automatic Fiesta is EcoBoost-only and returns 54.3mpg, which is quite a drop - so we’d avoid it if you can and go for the excellent manual instead.

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Both the 69bhp and 84bhp versions of the 1.1-litre naturally-aspirated petrol Fiestas return 64.2mpg and 101g/km at their best, but versions without Ford’s stop-start system are a little worse off: they return 60.1mpg and emit 107g/km of CO2. All cars cost £140 a year to tax, and only a handful of models benefit from a £20 saving for the first year by being under 100g/km of CO2 - so it’s no longer something to worry too much about when buying.

Still, for some company car buyers the low-emitting diesel models may make sense, and they do return the highest mpg figures of the range as well. The lower-powered 84bhp 1.5-litre TDCi is the ultimate choice for economy, thanks to figures of 88.3mpg and 82g/km of CO2. Go for the more powerful 118bhp version of this engine and those numbers change to 80.7mpg and 89g/km of CO2. However, if you’re a private buyer it’s worth keeping in mind that you’ll need to cover around 80,000 miles before the fuel economy gains offset the car’s extra purchase price.

Insurance groups

Entry-level Fiesta Style cars with the 69bhp 1.1-litre petrol are the cheapest to insure, sitting in insurance group 2E, while the 84bhp version of that engine takes it up to 5E. Our choice, the 98bhp EcoBoost model in Zetec trim, sits in group 10E - that should make it very affordable for most drivers to insure.

The 138bhp EcoBoost version in ST-Line specification is only in group 15E, as is the top-spec Fiesta Vignale with the 1.5-litre TDCi diesel. This indicates just how cheap the Fiesta will be to insure. It’s a brilliant choice for drivers of all ages.

Depreciation

Experts tell us that after three years a Ford Fiesta will hold on to an average of 37.2 per cent of its value, which is pretty good for what’s likely to continue being the top-selling car in the UK. Our choice, the 1.0 EcoBoost Zetec, will hold on to 37.9 per cent of its value after three years, while the best-performing model will be a high-spec 138bhp EcoBoost ST Line car. Our experts say that version will hold on to 41.6 per cent of its value over the same period. The new SEAT Ibiza will fare slightly better, keeping hold of around 41.9 per cent after three years.

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UK’s safest used cars revealed

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Volvo clinches yet another safety award while VW group sweeps the board for young drivers

2017-06-29 17:00

The UK’s safest used cars have been revealed, with the Volvo V40 taking the gong for the second year running.

The Swedish hatchback came out top trumps in the study after scoring well for its suite of safety features which include blind spot detection, roadsign feedback, tiredness alert and autonomous emergency braking (AEB).

• Safest new cars on sale 2017

All cars in the top ten, collated by safety experts Thatcham Research for Co-op Insurance, cost under £15,000 to buy second hand, have a five-star Euro NCAP safety rating and CO2 emissions below 120g/km.

Top 10 safest used cars in the UK now

1. 1. Volvo V40 with IntelliSafe safety pack (2012-)
2. 2. Mazda 3 (2016-)
3. 3. Toyota Auris (2015-)
4. 4. Volkswagen Golf SV (2014-)
5. 5. BMW 2 Series Active Tourer (2014-)
6. 6. Volkswagen Touran (2015-)
7. 7. Volkswagen Golf (2013-)
8. 8. Nissan Qashqai (2014-)
9. 9. Peugeot 308 (2014-)
10. 10. Volvo V40 (2012-)

• What is Euro NCAP? Car safety, star ratings and dual rating crash test scores

The insurer also named the Skoda Citigo, Volkswagen up! and Seat Mii, which share the same VW platform, as the safest used cars for under £5,000.

These cars also have five-star Euro NCAP ratings and CO2 emissions of under 120g/km but are in low insurance groups, making them cheap to run and well-suited as first cars for young drivers.

Top 5 safest used first cars 

1. 1. Skoda Citigo (2014-)
2. 2. VW up! (2014-)
3. 3. Seat Mii (2014-)
4. 4. Toyota Yaris (2011-)
5. 5. Kia Rio (2011-)

The study found that less than a third of drivers aged 17-24 consider safety when choosing a vehicle and three-quarters don’t know about safety devices like electronic stability control (ESC) and autonomous emergency braking (AEB). This is despite 41 per cent of young drivers having had a car crash while behind the wheel.

The research also revealed that young people rank a car’s colour as more important than how safe it is, while the number one consideration is price.

• The top ten best cars for safety features

Matthew Avery, director of research at Thatcham Research said: “My advice to parents buying their child a first used car: do not buy the oldest or cheapest car you can find. There are plenty of good deals out there for newer or second-hand cars that have a five-star Euro NCAP test rating and are fitted with ESC and AEB as standard.”

James Hillon, director of products at Co-op Insurance, added: “Whilst we recognise that cost is an important factor for many, you cannot put a price on safety.”

While some parents will argue that not everyone can afford to buy a new or nearly-new car for their child, with PCP offers now as low as £99 a month it may be cheaper for some to have a brand new car on a finance deal than pay for repairs on an older car.

Is safety a key consideration for you when buying a car? Tell us in the comments below

Michael Cox

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Vauxhall Insignia Sports Tourer 1.5 petrol 2017 review

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Image 1 of 14

29 Jun, 2017 12:30pm Richard Ingram

We get behind the wheel of the petrol-powered new Vauxhall Insignia Sports Tourer to see if it's a viable alternative to diesel

We drove the new Vauxhall Insignia Sports Tourer last month, and came away impressed by its breadth of ability. We praised everything from the spacious cabin to its punchy engine and high-quality interior – but what if you’re after a petrol-powered estate? Can the turbocharged Insignia satisfy those wanting to ditch diesel? 

The first thing you notice is how quiet and refined the new car is. We rated the new 1.5 turbo highly in the Grand Sport hatchback, and it’s a suitable fit for the wagon, too. Push the starter button and there’s barely a murmur from under the bonnet, while pulling away from a standstill is an equally relaxed affair. It can feel strained at high revs, but a welcome slug of torque means you’ll rarely find yourself stretching it that far. 

• Best estate cars on sale

In fact, this higher-power 163bhp version feels plenty quick enough on UK roads. It costs just £300 more than the equivalent 138bhp car, yet slashes a full second from the 0-62mph dash. It’ll cost around the same to run, too, given the 139g/km CO2 emissions put it in the same 26 per cent Benefit in Kind tax bracket for company car drivers. That’s only one percentage point higher than the 1.6 diesel, too, though combined economy of 47.1mpg means you’ll spend more on fuel.

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Image 3 of 14

But for those spending a lot of time making short trips around town, the petrol Insignia Sports Tourer makes a lot of sense. The stop-start system works well, preventing the engine from reengaging until you lift off the brake. Other makers restart the engine when you depress the clutch, wasting unnecessary fuel before you’re ready to move off.

We’ve not tried the car with a full load, but its composed low-speed ride is matched by fine motorway manners. The cabin is well insulated from wind and road noise, and the soft suspension soaks up all but the worst lumps and bumps. In fact, if you can live with the less favourable fuel consumption, it’s a fine long-distance cruiser. It’s not the most fun to drive, however, with light steering and a somewhat baggy long-throw gearbox. Body control is good, though.

Of course, it gets the same spacious 560-litre boot, which expands to 1,665 litres with the rear seats folded flat. There’s plenty of room in the back, too, with the clever silver exterior trim giving the illusion of a low roofline, without the interior compromises associated with a swooping shooting brake. Neat touches like the handy luggage nets and easy-to-access seat levers add another level of versatility.

We’ve previously driven a Design Nav car in Grand Sport guise, and an identical spec sheet makes this Sports Tourer estate the best value model in the range. Vauxhall’s clever 17-inch alloy-look wheel trims are indistinguishable from the real deal, while auto lights, keyless entry and air-con are all standard. An eight-inch colour touchscreen is also included, and if you can live without a built-in sat-nav, the entry-level Design spec’s Apple CarPlay and Android Auto setup allows map access through a suitably equipped smartphone.

4

Whether you opt for a petrol or diesel-powered Insignia Sports Tourer comes down to circumstance and personal preference. Both versions are practical, refined and cheap to run, and should offer enough poke to successfully transport heavier loads without issue. Higher mileage drivers are better served by the 1.6-litre Turbo D, but this petrol car will suit town dwellers after a spacious, stylish and well-equipped family estate.

• Model: Vauxhall Insignia Sports Tourer Design Nav 1.5 165PS Turbo
• Price: £19,780
• Engine: 1.5-litre 4cyl turbo petrol
• Power/torque: 163bhp/250Nm
• Transmission: Six-speed manual, front-wheel drive

• 0-62mph: 8.6 seconds
• Top speed: 138mph
• Economy/CO2: 46.3mpg/139g/km
• On sale: Now

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Audi RS models to go rear-wheel drive

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Audi could target BMW and Mercedes by ditching quattro all-wheel drive in favour of rear-wheel drive for its most focused sports cars

2017-06-29 10:40

The boss of Audi Sport has hinted at the potential for future rear-wheel drive models designed to take on the most focused models from BMW M and Mercedes-AMG.

Since rebranding itself from Quattro GmbH to Audi Sport, CEO Stephan Winklemann has been looking at where the company could go in the future.

• Best performance cars on sale

Speaking at the Goodwood Festival of Speed, Winklemann told Auto Express: “When looking at the name, we decided Quattro could be misleading. Quattro is the four-wheel-drive system and is one of the things that made Audi great – but in our opinion was not the right name for the company. 

“I can imagine we can also have cars with rear-wheel drive or two-wheel drive in the future.”

While he wouldn’t expand on his comments, it’s a clear indication that Audi Sport is hatching plans to close the gap on BMW's M division and Mercedes-AMG by developing more involving RS models without Audi’s quattro all-wheel drive setup. 

Winklemann added: “Quattro can be a company, but it can also be an option. We wanted this to be clarified. We looked for something that was immediately recognisable – something that could be more than just the name of a company.

“Our cars will remain distinguished, but never pimped. We’ll always offer high performance, but at the same time our cars must be comfortable – and give you a feeling that you are better than you expect.” 

In the more immediate future Winklemann confirmed the maker’s intentions to reveal two new Audi Sport models at the Frankfurt Motor Show in September, with electrified powertrains for future RS model also on the cards.  

Would you be happy to see future Audi RS models as rear-wheel drive? Let us know below...

Richard Ingram

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Aston Martin Vulcan AMR Pro makes Goodwood debut

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Track-only Aston Martin Vulcan gets AMR Pro upgrade package with added aerodynamics and a re-tuned gearbox

2017-06-29 09:55

Aston Martin has revealed a new upgrade package for the hardcore, track-only Vulcan, releasing under the banner of the firm’s new AMR Pro performance brand. 

Making its debut at the Goodwood Festival of Speed, the Vulcan AMR Pro package will be made available to all 24 current Vulcan owners, introducing an extensive aerodynamic package and a re-tuned gearbox.

It’s hard to miss the new aero work. The changes begin at the front end with new louvers above the wheel arches, while a quartet of dive planes has been added at the nose – two on either side of the car. Underneath, turning vanes have been added beneath the front splitter to aid steering response, while a new engine cover panel is 5kg lighter than the standard one.

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At the back, a new rear wing is found. It’s larger, featuring a second plane plus a 20mm Gurney flap. The rear wing endplates now feature new slots with 15mm Gurney flaps of their own. The result is a surge in maximum downforce, comfortably topping that of this year’s Le Mans class winning Vantage GTE. Aerodynamic balance has been improved too, shifting the centre of pressure closer to the middle of the car.

• Best track day cars 2017

Under the bonnet sits the same 800bhp+ naturally aspirated 7.0-litre V12 engine, but elsewhere Aston has tweaked some of the mechanicals – the gearbox has been altered with shorter ratios, for punchier acceleration. 

The AMR Pro upgrade package is fitted by Aston’s ‘Q’ special operations division, and the first of the Vulcan’s 24 owners have already taken the plunge. They’ll get to experience their upgraded track Astons in the autumn, while attendees at this year’s Goodwood Festival of Speed will get to see the Vulcan AMR Pro in action on the Goodwood hillclimb. 

What do you think of the Aston Martin Vulcan AMR Pro? Let us know below...

James Brodie

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New Skoda Citigo 2017 facelift review

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Image 1 of 16

28 Jun, 2017 10:45pm Lawrence Allan

The Skoda Citigo has been facelifted, but are the updates enough to see it jump back to the top of the city car class?

Auto Express New Car Award winners come and go, as each year a batch of fresh segment rivals arrive to steal the limelight. The Skoda Citigo has had it all its own way for a while, with an impressive five category wins since its launch in 2012. This year, however, the facelifted Volkswagen up!, beat it to the punch. 

But hot on the heels of its VW sister car, Skoda has now injected a similar set of midlife tweaks into its smallest model. As with the up!, we’re not looking at dramatic changes to the exterior – with revisions limited to a set of re-profiled bumpers, a new grille, redesigned bonnet and new headlights incorporating LED daytime running lights on SE spec and above. A couple of bright new colour choices help freshen the Citigo further.

• Best city cars on sale

The Citigo’s interior upgrades largely mirror that of its VW sibling, too, save for a few absent details like that car’s ambient lighting option. Tweaked instruments, a new multifunction steering wheel and two-tone trim options feature, while SE spec cars bring the new Swing infotainment setup with a colour display, Bluetooth and six speakers.

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While the basic system is perfectly fine (if a little tinny), the new screen is easy to operate and adds a bit of extra class to the cabin – although a few rivals like the new Kia Picanto now offer a full touchscreen sat-nav on models higher up the range. If you want navigation in your Skoda you’ll have to use the smartphone docking cradle on top of the dash, but there is at least an app for iOS and Android phones that provides sat-nav, driving data and eco driving tips. 

As we’ve come to expect from Skoda, the list of ‘simply clever’ convenience features has grown, with a wealth of storage options, plus an umbrella stored under the front passenger seat. You’ll even find a bag hook built in to the glovebox handle. 

Even without these, though, the Citigo’s cabin remains a spacious, practical and pleasingly solid environment, with logical switchgear and a comfortable driving position. Five-door models offer easy access to the rear and a surprising amount of space for adults, while five years on it still has one of the biggest boots in the class. 

Skoda has made no changes to the engine range, meaning your choice is limited to a naturally aspirated 1.0-litre three-cylinder petrol putting out either 59bhp or – for an extra £390 – 74bhp. Both have identical torque figures, however, meaning that unless you’re planning regular motorway journeys, you’d be hard pushed to feel the difference in normal driving. 

Neither offers sparkling performance, requiring plenty of revs and frequent gearchanges to keep up with traffic. What distinguishes the unit is is the level of refinement; vibrations are kept to a minimum, while it’s nicely subdued once up to speed. Economy figures are competitive, too.

It’s a real pity, however, that there are no plans to offer the excellent 1.0-litre turbo petrol from the up! TSI – Skoda says there’s no financial case for doing so, but we suspect that Volkswagen wants to keep the punchier unit to itself for now.

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In ride and handling terms the Citigo is identical to before. That’s not a big issue, though, it still has a composed and fluid ride quality that shames some larger superminis. It shrugged off the potholed tarmac of our Czech test route with ease, while both road and wind noise are very well isolated. The soft set-up means roll is a touch more noticeable than in a Kia Picanto, but the Skoda still offers decent body control, accurate, well-weighted steering, and a slick gearshift.

With prices rising by around £200 over the outgoing car, the Citigo still looks strong value, and is roughly £500 less spec-for-spec than the VW up. We’ll have to wait until we try both back-to-back to give a definitive verdict, but there’s a good chance the Skoda has what it takes to rise back to the top.

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The outgoing Skoda Citigo remains one of our favourite city cars five years from its launch, so it should come as no great shock that the updated car again finds itself near the top of the tree. The light tweaks to the design and interior aren’t going to see current owners rushing to upgrade, but they freshen up a brilliantly spacious, solid and good-to-drive all-rounder. It’s still cheaper than the VW up! too, although the Citigo misses out on that car’s excellent turbo engine.

• Model: Skoda Citigo SE L GreenTech 60ps 5dr
• Price: £10,525
• Engine: 1.0-litre 3cyl petrol
• Power/torque: 59bhp/95Nm

• 0-62mph: 14.4 seconds
• Top speed: 100mph
• Economy/CO2: 68.9mpg/96g/km
• On sale: Now

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