New Vauxhall Corsa GSi 2018 review

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31 Aug, 2018 4:30pm Dave Humphreys

We get behind the wheel of the new Vauxhall Corsa GSi and assess whether or not it’s a worthy successor to VXR

Most younger drivers won’t remember the GSi badge that was once a thing of desire in the Vauxhall range. But it’s making a comeback following the launch of the Insignia GSi. Picking up where the VXR left off, the Corsa GSi occupies a part of the hatchback market that isn’t so densely populated: sporty cars that aren’t as fast as they look.

We’re driving an Opel-badged GSi, but Vauxhall models get the same stylish bodykit with a honeycomb grille, beefier sills, plus fake bonnet and bumper vents. All sit 10mm lower than regular Corsas.

• New Vauxhall Corsa GSI to start from £18,995

Around the rear, there’s a prominent roof spoiler, but the VXR’s twin exhaust has been replaced by a more discreet single pipe. Carbon fibre-effect door mirror covers and 17-inch alloys round off what is a purposeful-looking hatch.

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The kit list is fairly generous, too. You get Vauxhall’s seven-inch IntelliLink touchscreen, with Apple and Android connectivity, although it’s mounted low down in the dash, forcing you to take your eyes off the road for longer than is ideal.

One of the original criticisms we had of the Corsa VXR with the Performance Pack was the harsh ride, especially on the optional 18-inch wheels. Many of the suspension components are carried over, but the GSi takes the base setting from the VXR, and this seems to result in a slightly more forgiving set-up, although we’ll need to try it on UK roads.

The GSi gets off the line well and is capable of 0-62mph in a respectable 8.9 seconds. The six-speed manual box has a satisfying shift action and a shorter throw than in a standard Corsa.

While the 1.4-litre turbo engine is feisty enough, the conventional exhaust means it doesn’t deliver much aural drama. The engine gets a specific GSi tune, resulting in 148bhp, and it’s happy to rev right up to its red line.

Although the unit likes to rev, it has plenty of low-down urge, so you don’t need to fire up and down the gearbox to keep the pace up. However, if you want to wring the most from the engine, you will have to work both with some effort.

There’s no fancy differential at the front axle, but the stability control system has been tweaked. The result is good levels of traction, especially when accelerating hard out of slower corners. On the sticky Michelin tyres, the Corsa gives you plenty of confidence on a cross-country B-road. It remains stable under heavy braking, too, and there’s lots of feel through the middle pedal.

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The end result is a car that doesn’t feel noticeably different from a standard Corsa when you’re pootling along in heavier traffic. You do need to push on a bit to fully appreciate the benefits of those chassis and suspension changes.

The GSi should score on running costs, though. Vauxhall rates it at 49.6mpg, and during our time with the car, we saw an average of around 35mpg, even after some keen driving.

High emissions hamstrung the VXR in terms of taxation, but the rating has been improved with the 1.4-litre engine. However, at 138g/km, it is still on par with the much more potent Ford Fiesta ST and Peugeot 208 GTi, instead of its closest rivals the Fiesta ST-Line EcoBoost 140 and Suzuki Swift Sport.

The Corsa GSi is a fun thing that looks great, but the latter two cars seem to fit the bill of affordable sporty hatchback motoring much better than the Vauxhall.

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The GSi badge picks up from the discontinued Vauxhall Corsa VXR, with similarly sporty looks. Yet the newcomer is a warm hatch rather than a proper hot one. Still, at least its modest performance means the Corsa GSi is now more affordable for younger drivers to buy and run than the VXR was, but too close to more talented rivals.

• Model: Vauxhall Corsa GSi
• Price: £18,995
• Engine: 1.4-litre 4cyl petrol
• Power/torque: 148bhp/220Nm
• Transmission: Six-speed manual, front-wheel drive

• 0-62mph: 8.9 seconds
• Top speed: 128mph
• Economy: 47.0mpg
• CO2: 138g/km
• On sale: Now

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Chinese vehicle manufacturer LDV to produce Tarantula SUV

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James Wilson 2018-08-31 14:55

LDV has announced its latest SUV, the Tarantula, will go on sale in China next year, with aspirations to also enter the European market

LDV, formally Leyland DAF Vans, has announced that it will start production of its mid-size SUV concept the Tarantula, in 2019. The interestingly named SUV will offer a mix of powertrains, including petrol, diesel, hybrid and pure EV variants. While the car will be initially limited to the Chinese market, a spokesperson confirmed that the marque is hopeful the Tarantula will go on to be sold in Europe at a later date.

The mid-size SUV will sit below the larger LDV D90, which is already on sale in China, but will feature what the company claims is an “edgier and more contemporary look”. The platform on which the new SUV will be built, will also be used for the G50 – an MPV with roughly the same size footprint as a Renault Grand Scenic.

• Best hybrid SUVs on sale

The SAIC-owned brand also has plans to launch a new fully electric commercial vehicle named the EV31. This will share technology from other EVs made by the Chinese firm and sold under its other brands – potentially meaning the LDV van could share components with future electric MGs. The EV31 is set to come with a 70kW motor, two battery options (either 35 or 53kWh)  as well as a claimed range of 200-miles on a single charge.

Mark Barret, general manager of LDV, UK & Ireland, said, “This launch of this mid-size crossover will position LDV as a true challenger to more mainstream brands in a key market segment for commercial vehicles”.

Looking for an electric car? Then read our best electric cars on sale page…

 

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New mid-engined 2022 Jaguar F-Type to rival McLaren

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Jonathan Burn 2018-08-31 10:45

Jaguar F-Type successor, which could be called J-Type, will feature a mid-engine layout and hybrid tech. A full EV model could also follow

The successor to the Jaguar F-Type will embrace hybrid technology and go mid-engined when it launches around 2022, Auto Express can exclusively reveal. And further down the line, Jag could launch a fully-electric version to rival the forthcoming Porsche Taycan.

Development work on the F-Type’s successor is under way, with engineers devising a plan that will transform the model into the brand’s halo product to compete with McLaren and Audi Sport.

• Best sports cars on sale right now

Central to the plan and favoured by engineers is the shift from a front to mid-engined layout for the performance car. According to high-ranking technicians working on the project, the Honda NSX is being used as a benchmark for the next-generation Jaguar model, because key to the car’s armoury will be the use of hybrid technology to boost performance.

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Although it will be a replacement for the current F-Type, the new product is likely to bear little resemblance to the existing car. The switch to a mid-engined layout will enable Jaguar to be more daring with the proportions; the long bonnet and cab- rearward design of the current F-Type will make way for a lower, sleeker overall look, previewed in our exclusive images.

The mechanical make-up of the car is yet to be finalised, but it’s expected that at least two electric motors, one on each axle to give four-wheel drive, will supplement a mid-mounted V6 engine. If it is to be competitive, a power figure upwards of 550bhp is likely, placing it among competitors such as the McLaren 570S and Audi R8.

It will be only the second mid-engined car in Jaguar’s 83-year history, following on from the XJ220 of the nineties. The firm came close to launching another in 2010 with the C-X75. Developed with Williams Advanced Engineering, the supercar was pitched as a rival for the McLaren P1, but the economic situation at the time concerned Jaguar and the project was axed due to a fear of a lack of return on the company’s investment.

The flexible platform on which the new F-Type will be based will also allow the brand to develop a fully-electric version. Auto Express understands engineers are keeping a close eye on the Taycan project and are keen to build a rival for that car.

Jaguar has much more experience recently with developing electric cars as opposed to mid-engined vehicles. The I-Pace is widely regarded as the best of its kind and is driven by concentric permanent magnet synchronous motors – that means the car’s driveshaft runs through the middle of them – which are designed and built by Jaguar itself.

It’s also possible that by the time the F-Type EV arrives, solid state battery technology, which is being analysed and developed by a host of global car brands, could be ready for production.

Given the extensive changes the F-Type’s successor will undergo, it’s possible Jaguar could rename the model J-Type. The firm applied to trademark the name as recently as last month.

Read our in-depth review of the current Jaguar F-Type right here...

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New mid-engined 2022 Jaguar F-Type to rival McLaren - pictures

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BMW M5 review

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For 

Performance and handling

Premium quality

Luxury and refinement

Our Rating 

5

Against 

High price and running costs

Lacks steering feel

Niggly low-speed ride

2018

The legendary executive express adds even more power and four-wheel drive to its arsenal

The BMW M5 has been the benchmark for high performance saloon cars pretty much since the genre was invented. The last model faced a formidable challenge from the latest Mercedes-AMG E 63, but the new M5 has upped its game and is back at the top of the heap. As it’s based on the fantastic 5 Series, it’s no surprise the M5 has few peers as executive transport. Dial in the phenomenal power and torque, and the stupendous grip generated by the new 4x4 drivetrain, and the breadth of the M5’s ability is simply breathtaking. The downside? It’s pricey, technically complicated and expensive to run. Which if you can afford it, is no downside at all…

31 Aug, 2018

The M5 saloon is a variant of the 5 Series model range, and as such shares a platform with the larger 7 Series making it bigger and more spacious than its predecessor. Thanks to a lot of aluminium in the body, the 5 Series as a whole is 100kgs lighter than the previous generation car, although the M5 version is only 50kgs lighter thanks to its new 4x4 drivetrain.

The styling has taken an evolutionary step forward, and while the new models look rather similar to the last ones, the latest headlamps and rear lamps are obviously inspired by the 7 Series.

• Best performance cars on sale

Upgrading to M5 spec brings some obvious visual enhancements to the car’s exterior, most notably a carbon fibre roof which is part of a weight saving package. Other eye-catching features include the big 20-inch alloy wheels, a BMW M ‘kidney’ grille with high gloss double slats, black door mirrors with aerodynamic winglets and twin tailpipes at the rear.

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Owners will also enjoy the M upgrades over the standard 5 Series inside, starting with the luxurious multi-adjustable sports seats and the double-spoke M design steering wheel. There’s also a black Alcantara headlining, while stainless steel pedals add to the sporty feel. You also get an M setting on the head-up display, and the instrument pack is configured especially for the M5 too. 

Sat-nav, stereo and infotainment

The M5 comes with a big tablet-style 10.25-inch touchscreen, which has an M-specific interface design, while the head-up display also has an M setting which includes gear indicator, RPM range curve and shift point indicator. BWM’s Professional Navigation set-up is standard, and you also get a 12-month subscription to BMW Connected services including BMW apps, Emergency Call and Concierge Services. There’s Bluetooth connectivity and wireless charging too, and you can use your M5 as a WiFi hot spot.

Let’s get one thing out of the way first. Perhaps in the expectation of outrage from its legions of rear-wheel drive enthusiasts, BMW has added a pure ‘two-wheel drive’ setting to the M5 xDrive system. Use it, and the M5 behaves pretty much as you’d expect from any car that sends 592bhp to the rear wheels, producing lurid on-demand drifts and lots of expensive tyre smoke. BMW suggests the setting is for track use only, which seems sensible.

For the road there are 4WD and 4WD Sport modes, the latter adding a bit more rear bias to the set-up with the result that enthusiastic drivers might well forget they’ve got xDrive at all. Sending torque to the front wheels helps the M5 accelerate cleanly off the line, as well as under extreme conditions when traction is at a premium. However, the BMW retains the overall feel and balance of a rear-drive car, and it rewards enthusiastic drivers with agility and poise that belies its considerable bulk. Only the steering disappoints a little, for while it’s well-weighted and direct, it provides insufficient feedback or feel as to what the front wheels are doing.

As well as control of the xDrive settings, drivers get three increasingly sporty settings each for the steering, suspension and engine response, as well as three settings for the gearbox in both auto and sequential manual modes. In spite of all the performance, when you leave things in comfort mode there’s enough compliance in the suspension to let the M5 ride supremely comfortably over challenging British road surfaces – the only niggle being a slightly jiggly low speed ride thanks to the huge 20-inch alloy wheels.

• BMW M5 Compeititon review

Use the engine hard and the M5 rewards with a screaming exhaust note that sounds more highly-strung than the rival AMG E Class’s throaty rumble, and this becomes even more prominent in the M5 Competition which adds a sportier exhaust. We’d recommend the Competition version in spite of its cost, as it also adds a worthwhile additional edge to the suspension, resulting in more precise handling and body control that’s startlingly impressive. Coupled to the awesome accelerative power of the mighty V8, and helped out by the Active M differential that keeps cornering lines tight, the M5 can dispatch a twisting road at speeds that are other-worldly.

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Ceramic brakes are a pricey option at £7,500, but they provide all the reassurance you could need in a car this big and this fast.

Engines, 0-60 acceleration and top speed

The BMW M5 is powered by a 4.4-litre V6 engine that features twin turbos and backs up its 592bhp with a mighty 750Nm of torque. With the help of its rapid-fire eight-speed automatic gearbox and four-wheel drive traction the M5 screams to 62mph in the mind-blowingly quick time of 3.4 seconds. Top speed is 155mph, but choose the M Driver package and BMW will override the engine limiter giving you a top speed of 190mph. Selecting the Competition pack barely affects performance, but it does shave a tenth of the 0-62mph time – down to 3.3 seconds.

While it’s an all-new car, most of the mechanical kit in the M5 has been developed from existing technology – that includes the engine which is an upgraded version of the previous M5 power unit, while BMW has also gained lots of experience with xDrive 4x4 tech in various models. The standard 5 Series performed well in our 2018 Driver Power Survey, ranking a creditable 21st out of all the cars included.

Safety is taken very seriously too, with the standard 5 Series scoring highly for adult and child occupants on the way to a 5-star Euro NCAP crash rating. The standard autonomous braking system was commended, and the M5 also comes fitted with the BMW Driving Assistant that’s optional on other models. This gives you lane departure warning, rear cross traffic alert and traffic sign recognition, on top of the adaptive cruise control.

With the added security of four-wheel drive traction, a rigidly engineered structure and an array of safety tech, there’s never been a safer BMW M5.

Warranty

The M5 gets BMW’s standard three-year unlimited mileage warranty, that naturally includes breakdown cover.

Servicing

BMW offers its Service Inclusive package on the M5, taking care of all servicing costs for the first 36,000 miles, but your dealer is likely to charge around £1,000 for the privilege. The servicing schedule itself depends on mileage and how you use the car, but annual inspections are recommended even for low mileage cars.

The 5 Series is bigger all round than its predecessor, and this translates into more room for passengers and a small increase in boot volume. As you would expect from a sizable executive model there’s plenty of space to keep things in the cabin, with decently sized glovebox, door pockets and cubby in the centre console. There’s also somewhere to put your phone while it charges wirelessly.

The multi-adjustable seats and steering wheel make it easy to find the perfect position, and the sporty bolstering makes them exceptionally comfortable – you can sit low, too, which suits the M5’s sporty character. 

Size

The M5 is 4,966mm long, 2,126mm wide and 1,473mm tall which makes it a pretty big machine. BMW has only stretched the 5 Series body shell by 36mm for this generation, however, so in terms of size it doesn’t feel any different to the last version from the driver’s seat.

Leg room, head room & passenger space

Wide-opening doors reveal a very spacious 5 Series interior, with that extra body length put to good use for rear seat passengers, who have plenty of space to lounge and lots of headroom too. There’s easily room for three-abreast in the back, but unfortunately the transmission tunnel eats up foot room for the middle passenger making life just a little awkward. There are no such issues for the two up front, where the accommodation feels extremely generous.

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Boot

Now 10 litres bigger than before, the 5 Series boot can swallow a decent 530 litres of your luggage. That makes it just about as big as the Mercedes E-Class or Jaguar XF, and the BMW also has a wide boot opening plus the versatility of split/fold rear seats.

The M5 also has a decent towing capacity of 2,000kgs for a braked trailer, but we can’t see many people wanting to use the car that way.

The M5 price-tag is almost as eye-watering as its performance. It costs almost £90k in standard form, or £96k for the Competition, and it will be easy to tumble over the £100k mark with a handful of options ticked on your order form. That will have implications for anyone running an M5 as a company perk car, as the Benefit-in-Kind rating is predictably high at 37 per cent. That’s down to the C02 emissions of 241g/km for the standard M5 or 246g/km for the Competition version.

Although the M5’s V8 is relatively compact at 4.4-litres, it’s not especially efficient. You can get 26.9mpg out of the standard car, or 26.1mpg out of the Competition – but clearly any temptation to access the available performance will skewer you at the petrol pumps.

Road tax is going to be hefty at £450 per year for the first six years, thanks to the £310 luxury car surcharge.

Using the performance will also accelerate wear of consumable items like tyres and brakes, which for a car as exotic as the BMW M5 will be costly items.

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Insurance groups

Your BMW M5 insurance isn’t going to be cheap either, as the model’s high price and vast performance make the model a shoe-in for the most expensive Group 50 insurance rating.

Depreciation

Used prices for German super saloons are often a talking point on enthusiast forums. They inevitably look tempting value as they drop in price like a stone the moment the original owner drives out of the showroom. You can expect to lose around 50 per cent of your purchase price if you keep an M5 for three years.

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The life size LEGO Bugatti Chiron you can actually drive

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James Wilson 2018-08-30 14:36

LEGO has revealed a 1 million-piece Bugatti Chiron with 5.3 horsepower

Danish toy maker LEGO has followed up its 3,599-piece Bugatti Chiron model with a life-size replica of the hypercar made from 1 million LEGO elements. Taking 13,438-man hours to develop and construct, the LEGO Chiron weights 1,500kg and is estimated to produce 5.3 horsepower and around 92 Nm of torque.

Performance is delivered through a powertrain made from 2,304 LEGO Power Function Motors and over four thousand gears. It also comes with a detachable steering wheel, speedometer and a fully functional rear spoiler all built from LEGO TECHNIC elements. The wheels however, are genuine Bugatti items.

• How was the 3,599-piece LEGO Bugatti Chiron designed?

All this meant Andy Wallace (the same driver who drove the real Chiron during its high speed testing) reached speeds in excess of 12mph at the Ehra Lessien proving ground in Germany. Which, even though it is some way short of the 261mph top speed of the actual Chiron, is impressive for a LEGO car assembled without any glue-based help.

 

While there don’t appear to be any plans to make an off-the-shelf Chiron kit the public can buy, the LEGO Chiron is making its public debut at the Italian Grand Prix circuit in Monza, today. There has been no mention on how much the project cost, but with 1:8 scale model costing £330, don’t expect it to be cheap.

LEGO Bugatti Chiron vs the real thing

Spec	LEGO Bugatti Chiron	Bugatti Chiron
Power (bhp)	5 (est)	1,479
Torque (Nm)	92 (est)	1,600
Top speed (mph)	12	261 (limited)
Engine	2,304 LEGO Power Function Motors	8.0-litre 16cyl petrol
Transmission	4,032 LEGO technic gear wheels	Seven speed auto

Would you drive a LEGO car around town? Let us know in the comments below... 

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Skoda Vision RS concept teased ahead of Paris debut

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Jonathan Burn 2018-08-30 13:00

Czech brand gives us a first look at its Vision RS concept, showcasing design language for future vRS models

This is our first glimpse at Skoda’s Paris Motor Show star, the Vision RS concept. Previewed in an official sketch, the concept will be fully unveiled alongside the Kodiaq vRS in the French capital in October.

The Czech firm is being tight lipped on technical details for now, but has said the concept point towards the next design phase of its upcoming vRS models.

• 2018 Paris Motor Show preview

More interestingly, Skoda also confirmed the concept points towards a future compact car from the brand. The dimensions of the concept, 4,356mm long, 1,810mm wide and 1,431mm tall, put the car firmly into the same space as models such as the VW Golf, Vauxhall Astra and Ford Focus.

Auto Express understands the concept is thinly veiled glimpse at the replacement for the current Skoda Rapid. Such is the transformation the hatchback will undergo it’s understood that Skoda will take the opportunity to give its Astra rival a new name, too.

Presented as a vRS model, it also indicates Skoda will develop a fully fledged Golf GTI rival. The concept features familiar vRS design cues such as the turbine alloy wheels and deep front bumpers, but the use of carbon fibre detailing and crystal-like taillights could be the next steps in Skoda design language.

Check out the best hatchbacks on sale in 2018…

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Skoda Vision RS concept teased - pictures

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Updated Lexus RC coupe revealed ahead of Paris debut

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Jonathan Burn 2018-08-30 12:00

The Lexus RC coupe has been given a series of updates, including exterior and interior tweaks as well as new paint options

The new facelifted Lexus RC coupe has been revealed ahead of its official debut at the Paris Motor Show in October. 

Visual changes aren’t dramatic but the RC has been freshened up with a re-profiled front bumper, a new mesh grille and updated LED headlamps with a new lighting signature. Additionally, a total of 11 exterior paint finishes are now available.

Lexus has also been busy inside adding brushed aluminium to the centre console and dash, while leather padding has been added the transmission tunnel for greater passenger comfort.

Racy RC F Sport models get larger 19-inch alloy wheels, while unique interior colour combinations will also be offered.

Lexus also says the updated RC has a ‘more stable ride quality’ and ‘sharper handling characteristics’. It has been achieved, says the Japanese firm, by fitting new shock absorbers, stiffer suspension and improving the steering response.

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Engines option remain unchanged meaning buyers have the choice between the RC 200t, which uses a tweaked 2.0-litre turbocharged engine for better throttle response, and the 300h powered by a 2.5-litre hybrid electric powertrain.

Later down the line it’s expected that Lexus will launch an updated and more powerful RC F using the firm’s 5.0-litre V8 engine.

Click here for all the latest in the build-up to the 2018 Paris Motor Show...

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Updated Lexus RC coupe revealed - pictures

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New Mazda MX-5 2018 facelift review

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Image 1 of 20

30 Aug, 2018 11:45am James Batchelor

The Mazda MX-5 has been given a series of updates, but the headline stat is the arrival of a new 181bhp 2.0-litre engine

There have been just four generations of the Mazda MX-5 in the roadster’s near 30-year life. Mazda only updates the two-seater when it’s strictly necessary, which is exactly why this revised 2019 MX-5 looks exactly how it did when the fourth generation car launched in 2015. Apart from a tiny little camera stuck on the rear bumper it’s no different on the outside. 

In typical Mazda style the modifications are beneath the bodywork and most have been brought in as a result of customer feedback. So the flimsy cupholders – that can be attached to the centre console either by the passenger’s knee or behind both occupants – are now stronger. There’s now a reversing camera to help with parking (it’s standard on a new range-topping trim level called GT Sport Nav+) while Apple CarPlay and Android Auto have been fitted. There’s even a new brown roof option for the Convertible model giving a more sophisticated look to the traditional looking sports car.

• Best convertible cars 

If that wasn’t enough there are a few other practical touches such as seats and doors that have a smoother reclining and opening action, and a telescopic steering column that can, for the first time in the fourth-gen car, be adjusted for both rake and reach. The outgoing MX-5 was a tall driver’s worst friend as the wheel could only be tweaked for rake, but this new car has 30mm of reach adjustment.

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Perhaps surprisingly by Mazda’s standards the changes are mostly unsuccessful. The new tougher cupholders seem as delicate as before and the seat and door’s smoother operation are impossible to feel. Meanwhile the reversing camera is both grainy and has a fish-eye type of lens meaning it’s a tad difficult to use; ironic really as a reversing camera in such a small sports car seems pointless anyway. 

Worse still European buyers do indeed get Apple CarPlay and Android Auto but in the UK it’s a £350 dealer-fit option, and that classy chocolate coloured cloth roof isn’t offered here either. But Brits can take some comfort knowing that there’s a high chance these features will appear on future special editions that are so beloved of die-hard MX-5 fans. 

The MX-5’s arsenal of safety equipment has been updated no matter which country you live in, though. A front and rear Advanced Smart City Brake Support has been added, as has traffic sign recognition and driver attention alert. The model range is the same as before – albeit with a ‘+’ added to denote the MX-5 is now WLTP compliant – so there’s an entry-level SE+, mid-range SE-L Nav+, Sport Nav+ and a new GT Sport Nav+ trim.

The RF targa-style hardtop MX-5 carries on being offered in every trim level bar the SE+ and only comes with a 2.0-litre with a manual or automatic gearbox. With the addition of the new GT Sport Nav+, MX-5 prices now top out at a rather alarming £29,195.

• Best sports cars on sale

But while some of those changes are for the better and others less so, the big news is that the MX-5 is now more powerful, silencing critics who moaned the car was too power deficient and consequently a bit limp wristed. A totally new engine has replaced the outgoing MX-5’s 158bhp 2.0-litre and it now packs 181bhp, an extra 5Nm of torque and a rev range expanded to 7,500rpm – up from 6,800rpm in the old car. At a stroke the new MX-5 2.0-litre puts its more flamboyant sister car – the Abarth 124 Spider – into the shade and finally gives the MX-5 the engine it should have had all along.

That extra power comes from a wide range of improvements including a larger intake manifold, increased injection pressure and a new exhaust system that not only expels air more quickly but also gives a sportier exhaust note. Stop-start debuts too and Mazda has also carried over a few of the 2.0-litre’s improvements to the 1.5 resulting in an extra 1bhp and 2Nm of torque.

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Climb into the new MX-5 and the more adjustable steering column is immediately obvious as it gives a more comfortable seating position whether you’re small or tall. Fire up the engine and initially there’s very little difference between the old and new 2.0-litre, but step things up a gear and the new motor’s qualities start to shine.

Mazda claims a 0.8-second improvement to the 0-62mph sprint time (now a pretty impressive 6.5 seconds) in the Convertible, 0.6 seconds in the RF and 0.5 seconds if you opt for the automatic, but in truth the new engine doesn’t feel enormously quicker. 

Thanks to that extra 700rpm, the MX-5 shoots up to the red line in manner similar to the fizzy 1.5 which means there’s far more enthusiasm and zest than in the old 2.0-litre. And as it’s naturally aspirated, the revs build steadily and there’s even a raucous four-cylinder howl reminiscent, oh so very slightly, of a Honda S2000. It doesn’t feel noticeably faster but by gum does it feel so much more fun and alive.

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The 2.0-litre still costs an extra £1,500 over the cracking little 1.5 but while in the old car the smaller engine was the star, the gap is far narrower this time around to the point where the 2.0-litre could be classed as the better engine. It’s now as punchy and keen to be taken by the scruff of the neck as the 1.5 but has added refinement, especially when overtaking as changing down a couple of gears isn’t always necessary – the engine gives enough clout so you can stay in a high gear and still overtake with ease. 

Aside from the fabulous new engine Mazda has left the MX-5 untouched – and it’s all the better for it. There’s still the deliciously crisp and nicely weighted steering, perfectly positioned pedals, snappy six-speed manual gearbox and gorgeously nimble chassis. And despite more power and excitement, your trouser pocket isn’t dented either – the 2.0-litre Convertible will return just shy of 41mpg and it’s only an extra £300 over the old 2.0-litre. 

The pick of the range remains the SE-L+ with its limited slip differential, heated seats and seven-inch touchscreen, but for extra £2,500 there’s the Sport Nav+ with its sports suspension, Bilstein dampers, strut brace and extra luxuries like leather seats, BOSE stereo system and all the latest 2019 safety kit. Given all that, the price jump isn’t too much to stomach.

5

You won’t be able to spot a 2019 Mazda MX-5 from a 2015-2018 one because in Mazda’s typical unassuming style the new car wears its improvements beneath the skin. While the changes to the interior fall a little wide of the mark they do nothing to detract from the original fourth-generation car’s charm. The big star, however, is the new 2.0-litre engine – it’s fizzy and frantic in a way the old 2.0-litre never was and is a perfect partner to the cracking 1.5-litre version. It’s the engine the MX-5 should have had all along.

• Model: Mazda MX-5 2.0 SE-L Nav+
• Price: £22,295
• Engine: 2.0-litre 4cyl petrol
• Power/torque: 181bhp/205Nm
• Transmission: Six-speed manual, rear-wheel drive

• 0-62mph: 6.5 seconds
• Top speed: 136mph
• Economy/CO2: 40.9mpg/156g/km
• On sale: September

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Volkswagen e-Crafter review

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30 Aug, 2018 8:15am Dean Gibson

Volkswagen joins the growing large electric van ranks with its electrified e-Crafter

With the roll-out of diesel bans and low emissions zones in urban environments across the globe, service industries are going to need zero-emissions delivery vehicles. And manufacturers are turning to their large vans to provide the solution. Hot on the heels of the Renault Master ZE and the forthcoming Mercedes eVito and eSprinter models, Volkswagen has launched the e-Crafter, an all-electric version of its largest van.

The e-Crafter follows a similar template to its rivals, as it uses existing electric vehicle technology to produce a zero-emissions commercial vehicle for first-mile deliveries and other businesses that need to access locations within potential zero-emissions areas. But as the e-Crafter was developed at the same time as the diesel version, the Crafter platform has been optimised to accommodate its EV running gear.

• Volkswagen Crafter review

Under the skin, the e-Crafter uses the same 35.8kWh battery found in the VW e-Golf. Drive is supplied by a 134bhp electric motor that also has 290Nm of instant torque, while a single-speed gearbox drives the front wheels. The electric system is packed into the existing Crafter chassis, so that means there's no compromise in terms of load volume, at 10.7 cubic metres, and the e-Crafter can carry four Euro pallets, just like the standard Crafter panel van with the same body size.

At the moment, the e-Crafter will just be sold with a high roof and standard body length, and the 3.5-tonne version has a payload of 975kg, while the 4.25-tonne variant – a version which standard car licence holders will still be able to drive – can carry a payload of 1.72 tonnes.

From the outside, our test model was marked out as the EV variant courtesy of its e-Crafter decals, but other than a few small blue badges, the standard e-Crafter is identical to a top-spec diesel Crafter in appearance. It's the same story in the cab, where the most obvious change is the replacement of the rev counter with the energy flow meter from the e-Golf.

The e-Crafter starts with the same chime as the e-Golf, too, while a lack of a sound generator means the van pulls away making no noise at all – slightly unnerving if you're driving it in busy pedestrian areas.

[gallery:1]

Thanks to the instant torque from its electric motor, the e-Crafter accelerates briskly, but it's limited to 90kmh (56mph), so is really at its best in urban areas. Lift off the throttle, and the e-Crafter loses speed gently like a manual van in gear, while the brake lights activate to warn other road users that you are slowing. Unlike the Mercedes eSprinter, which has a harsher braking effect, there are no alternative modes, so if you want to freewheel in free-flowing traffic, that still requires you to add some throttle pedal to prevent the van losing speed.

We tried e-Crafters with and without payloads, but the weight of the batteries under the load floor meant the ride was stable even when unladen, while the Crafter's surprisingly involving handling remained intact, too. Interestingly, the e-Crafter doesn't feature a battery-preserving Eco mode, so it's down to your own driving style to help you save energy.

Of course, the crunch questions about the e-Crafter are about its operating range and price. VW claims that it has a range of 173 kilometres (107 miles) on a full charge, so you can expect a useable range of around 60 miles in everyday use. That places it firmly into the urban delivery zone, while VW offers all the usual functions such as pre-conditioning of the cabin and heated seats to help minimise battery use when on the move.

[gallery:2]

Charging the battery from flat via the mains will take 17 hours, or just over five hours from a 7.2kW wallbox. The e-Crafter is compatible with the new CCS Combined Charging System as standard. This system allows the e-Crafter to be charged to 80 per cent capacity in 45 minutes, while the remaining 20 per cent can be topped up in another 20-30 minutes, depending on charging conditions.

The e-Crafter goes on sale in Germany for €69,500 (£63,000). While that's a fair amount of cash, it’s including sales tax and not considering regional discounts designed to promote EV use. And of course, the initial outlay is counterbalanced by the low running costs of an EV. Volkswagen has calculated that the e-Crafter uses 21.5kWh of energy per 100km when carrying a 975kg payload, which is equivalent to a 2.0 TDI diesel Crafter returning 135mpg with the same load on board.

3

The VW e-Crafter combines the great drive and user-friendliness of the diesel Crafter panel van with the zero-emissions electric drive that first-mile urban delivery companies will need to continue making deliveries in low emissions zones. It's easy to get on with and comfortable to drive, but it's still a niche choice that caters for a very specific niche in the large van market. If you're a fleet manager that can make the sums work for your business, then it's well worth considering.

• Model: Volkswagen e-Crafter
• Price: TBC
• Motor: 100kW electric motor, 35.8kWh battery
• Power/torque: 134bhp/290Nm

• Transmission: Single-speed automatic, front-wheel drive
• Top speed: 56mph
• Range: 107 miles (WLTP cycle)
• On sale: 2019

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Dyson to invest £200m in test facility for 2021 EV

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John McIlroy 2018-08-30 00:01

Proposals will see test tracks and office space built at Hullavington base, as Dyson ramps up electric car development

The Dyson electric car project has taken another step forward with fresh plans for the company's UK site that will include a test facility.

Dyson's EV is being developed by around 400 engineers at Hullavington, an ex-RAF airbase in Wiltshire. It's expected to arrive on the market in 2021, introducing solid-state battery technology that's further down the timelines of established car manufacturers. The company is investing around £2bn in the project - although at present, there's still no word on where the batteries will be manufactured, let alone where the cars themselves will be produced.

• Dyson EV to feature autonomous tech

However, Dyson has now submitted a new planning proposal to develop its Hullavington facility, taking its investment in the site to more than £200m. The plans show a range of test tracks that Dyson claims total more than 10 miles; these routes include a dynamic handling track, a large asphalt area to evaluate vehicle stability control systems, an off-road route, a fast-road route designed to replicate motorway driving, test slopes and a handling circuit.

Dyson has restored two of Hullavington's 1938 hangars to accommodate the staff so far, and it says an additional 15,000 square metres of space will become available in the coming months, as three more buildings come into use. The new plan includes an acceleration of that office space expansion, with 45,000 square metres of new development space that could accommodate over 2,000 staff and incorporate facilities like a cafe and a sports centre.

Jim Rowan, Dyson's CEO, said: "Our growing automotive team is now working from Dyson's state-of-the-art hangars at Hullavington. It will quickly become a world-class testing campus where we hope to invest £200m, creating more high-skilled jobs for Britain. We are now firmly focused on the next stage of our automotive project, strengthening our credentials as a global research and development organisation."

The Dyson electric car engineering project is being led by former Aston Martin man Ian Minards. The firm recently applied to extend its 'Digital Motor' trademark to automotive use - a sign that it plans to use its strength in the domestic products business to gain credibility for its first car.

These are the best electric cars on sale right now…

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Bosch reveals ‘Perfectly Keyless’ digital car key app

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Jonathan Burn 2018-08-29 17:20

New smartphone app called Perfectly Keyless could spell the end for car keys, granting access via a smartphone

Physical car keys could soon be a thing of the past as Bosch has developed a new smartphone-based app designed to replace them.

Called Perfectly Keyless, Bosch says the app carries over all of the functionality of a physical key but is much safer due to the significantly reduced risk of theft and key cloning.

• Smartphones could soon replace car keys

Each digital key is unique to a user’s smartphone and connects wirelessly to the car via on-board sensors. The car automatically unlocks once the owner is within two metres of the vehicle and activates predetermined settings such as seat and mirror positioning.

As the key operates using near-field communication (NFC) even if your phone battery runs out the digital key will still function. If the phone carrying the key is lost or stolen it can also be deactivated to avoid vehicle theft.

The main benefit of this technology, Bosch says, is its application for vehicles that have multiple users. Each vehicle user will get a unique digital key removing the need to organize key handovers in the future.  

Bosch will demonstrate the technology at the IAA Commercial Vehicle show in Hannover on 19 September.

Read our guide on avoiding wireless car theft…

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Jaguar I-Pace review

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For 

Brilliant performance

Surprisingly practical

Impressive range

Our Rating 

5

Against 

Poor infotainment

Slightly firm ride

Can get pricey

2018

The all-electric Jaguar I-Pace SUV is our 2018 Car of the Year

Jaguar has succeeded not only in creating the best electric car on sale but also in building one of the most exciting cars you can currently buy. From the way it looks to the way it drives, the Jaguar I-Pace is a giant leap for Jaguar and electric cars overall. For that reason it was crowned Auto Express Car of the Year for 2018. Still thinking of ordering that Tesla?

29 Aug, 2018

4

In the metal and away from the bright lights of a motor show stand the I-Pace looks fantastic - the proportions are superb. Its squat, muscular stance and short overhangs mean there’s little else like it on the road. That may cause a problem for Jaguar, however, as it will age everything else the brand has in its showrooms by 10 years.

Climb inside and things look more familiar. In top-spec First Edition models the cabin is a sea of leather, polished wood finishes and aluminium. Despite the mountain of battery cells beneath the floor the driving position is excellent; lots of adjustment in the seat and steering wheel mean you can make it feel more like an F-Type behind the wheel, with the steering wheel up high and close to your chest.

The stubby bonnet is joined by a vast expanse of dashboard inside to give the I-Pace the feel of a long-nosed classic Jag. The cabin is also wonderfully airy; a huge panoramic glass roof, thin A-pillars and large windows create a real sense of space inside.  

You won’t be left wanting for extra kit on First Edition models either – it’s a limited run top spec version that is on sale for 12 months only. It includes a panoramic roof, air suspension, heated steering wheel and windscreen, four-zone climate control, 20-inch alloy wheels and a full leather interior. The rest of the I-Pace range is made up with S, SE and HSE specification.

Image 19 of 36

Image 19 of 36

Sat-nav, stereo and infotainment

Every I-Pace comes with Jag’s new Touch Pro Duo infotainment system comprising a 10-inch touchscreen on the dash and small five-inch display on the centre console. It looks incredibly slick and for the most part, simple to use, although you can get lost in the layers of menus and sub menus when trying to adjust some of the car’s settings.

The lack of haptic feedback can make the screen tricky to operate on the move, especially when trying to select some of the shortcut buttons along the bottom of the display as they are quite small. And at long last Jaguar will Apple CarPlay on one of its cars, the I-Pace getting the phone pairing tech at some point in the future so owners can bypass Jag’s infotainment system entirely if they wish. 

5

The starter button located to the left of the centre console brings the I-Pace to life - hit D on the drive select and you’re off. Like every electric car it whirrs off without raising a whisper and is quickly up to 30mph in near silence. There’s an evident firmness to the ride at low speed, but I-Pace not what you’d call uncomfortable.

Weighing 2.2 tonnes and riding on 20-inch alloys (22-inch wheels are available) does mean a mighty thud if you hit a pothole or particularly rutted stretch of road, however. The ride settles at speed with the air suspension on higher spec cars (regular steel springs are fitted on the rest of the range) doing a reasonable job of smoothing out the jiggles but you are always aware of the car’s mass.

But what marks the I-Pace out against the rest of the EV pack is its steering and rock solid body control. This may be a 2.2-tonne SUV, but in truth it feels more like a sports car with the way it twists and slaloms down tight and technical roads.

Image 3 of 36

Image 3 of 36

Initially the steering is a little vague just off centre but it weighs up beautifully and instils the I-Pace with a sense of precision you don’t get in a Tesla Model X. Turn into a corner at speed and the car remains remarkably flat while it works out which axle can make best use of all the available torque. 

Mid corner you can feel the motors shuffling power between the wheels to help slingshot you round as fast and as smoothly as possible – the result is seemingly unbreakable traction. The I-Pace changes direction with real athleticism and a nimbleness, which is partly down to a suspension setup shared with the F-Type. The bulk of the car’s mass is also located as low down as possible to help reduce the car’s centre of gravity.

Of course the I-Pace doesn’t entirely defy physics; if you barrel into a corner a whiff of understeer scrubs off some speed before the traction control is able to nibble away at the front axle. If there is a weak spot it’s the brakes - but that’s not uncommon for an electric car. The pedal feel is soft and mushy for the first half of its travel before eventually firming up, albeit artificially.

Engines 

Being electric the Jaguar I-Pace doesn’t have an engine as such; a 90kWh lithium-ion battery, which drives two electric motors, powers it. Currently it is the only size battery available in SUV.

 

Of course with 396bhp and 696Nm of torque available from a standstill the I-Pace feels is exceedingly quick - quicker than the 4.8 seconds Jaguar says it takes to get from 0-62mph. To replace the absence of engine noise Jag has fitted a synthetic soundtrack, which you can adjust from ‘calm’ to ‘dynamic’ – it’s a neat feature and adds to the sense of speed, but it's a bit of a gimmick and we quickly left it alone. 

4

The Jaguar I-Pace is completely new territory for the British firm so it’s difficult to judge how reliable the model will be. Jaguar does have a pretty good reputation as a brand overall finishing 10^th out of 28 manufacturers in the 2018 Driver Power satisfaction survey. However, it didn’t fare so well when it came to reliability with the brand dropping down to 20^th position.

Euro NCAP is yet to crash test the I-Pace but it’s expected the SUV will achieve the full five-star rating when the test comes around. The model has been kitted out with a raft of safety tech such as adaptive cruise control, emergency brake assist, lane departure warning, blind spot monitoring and traffic sign recognition technology. 

Warranty

The I-Pace itself is covered by Jaguar’s standard three-year/unlimited mileage warranty. However, the battery is covered by a more comprehensive eight-year/100,000-mile warranty. Over the course of the car’s lifetime the battery power and density will deplete with age. 

Servicing

It’s advised that electric cars should be serviced at the same intervals as a car with a conventional petrol or diesel engine, so at least once a year. However, as EVs have so many fewer mechanical and moving parts the services will often be cheaper.

4

The flat floor and lack of engine means the Jaguar I-Pace is surprisingly practical and crammed with handy storage solutions. The central armrest hides a 10-litre cubby, the centre console has been hollowed out and features two USB charging ports for mobile phones, while pull out trays beneath the rear seats can swallow a laptop or iPad each.  

Size 

The I-Pace is quite a large car and shares a very similar footprint to an Audi Q5 in terms of size. It measures in at 4,682mm long, 1,895mm wide and 1,565mm tall, which makes it slightly smaller than its nearest rival the Tesla Model X. However, the I-Pace does have a slightly longer wheelbase of 2,990mm, which means more space for passengers inside. 

Legroom, headroom

There’s also a decent amount of space in the back. Your feet slide neatly under the seat in front and because there’s no transmission tunnel and plenty of headroom you could seat three adults in the rear – shoulder room may be a little tight though.

Image 29 of 36

Image 29 of 36

Boot

The boot is flat and can swallow 656 litres of luggage, while dropping the rear bench frees up 1,453 litres in total – only marginally smaller than an Audi Q5. There’s also a 27-litre ‘froot’ under the bonnet. 

3.5

Draining the Jaguar I-Pace battery is a lot of fun, but topping it up takes longer than Jaguar will have you believe. A 40-minute blast from a 100kw charger will give you almost 240 miles of range – trouble is there isn’t a single 100kw charger in the UK right now. A 50kw charger – of which there are 3,178 – takes 85 minutes to achieve the same amount of range. But the majority of buyers will top up at home or the office from a smaller 7kw charger or wallbox, which takes over 12 hours for a 100 per cent recharge.

Another neat trick the I-Pace features to help keep the battery topped up is regenerative braking. As soon as you lift off the throttle the I-Pace begins slow until it comes to a complete and natural stop. It’s a wonderful feature and immediately makes you more aware of when and where to apply the throttle, nudging you in to a more efficient and relaxed driving style.  

Insurance groups

Because of the cost, size and power of the I-Pace, the electric SUV attracts rather high insurance groups. Entry Level S models come in at group 49 while the rest of I-Pace line up is group 50. It’s closest rival, the Tesla Model X, attracts identical insurance groups.

Image 7 of 36

Image 7 of 36

Depreciation 

As Jaguar has never built a car like the I-Pace before it’s difficult to know, at this early stage, how much value it will retain over its lifetime. However, it’s likely that the I-Pace should hold onto around 55 to 60 per cent of its value over a three-year period.

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Drivers overspending on garage repairs by £3.4 billion a year

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Hugo Griffiths 2018-08-29 11:38

Analysis shows average motorist pays £90 over the odds per vehicle per year; widespread MoT confusion also uncovered

British drivers are overspending by £90 per vehicle per year on garage repairs, according to new research. Taken on a national level, UK motorists are paying out £3.4 billion over the odds every year, with garages ‘upselling’ potentially unnecessary brake fluid and antifreeze changes, and services such as fuel-system cleans.

And with 52 per cent of UK drivers not knowing what an MoT test involves, garages would appear to be taking advantage of a lack of consumer awareness. The analysis, carried out by breakdown firm Green Flag, also reveals 31 per cent of drivers don’t feel they have the knowledge to negotiate with garages.

• What is antifreeze?

That may well be linked to the fact that four out of five men and nine out of 10 women are unaware how much they should pay for garage jobs, with 40 per cent saying they had previously underestimated the cost of repairs. Young drivers are most likely to leave themselves open to unnecessary expense, with those aged 16-24 revealing the least garage-based knowledge.

Unsurprisingly, Londoners spend the most on garage repairs, with an average annual bill of £507.62. Leeds residents paid £497.57 a year while, by contrast, those living in Nottingham spend just £348.84 a year on their cars’ upkeep.

The most common unnecessary  ‘upsells’

• • Brake fluid change
• • Antifreeze drain and refill
• • Fuel/ oil cleaners
• • Brakes – pads and discs (when wear is within safety limits)
• • Wiper blades
• • Battery replacement
• • Tracking
• • Oil top ups
• • Tyres (When tread is well within legal limit)
• • Pollen filters

Nick Reid, head of automotive technology at Green Flag, said the overspending is “fuelled by a combination of the changes in the MOT test and a lack of confidence in negotiating with garages.” This, Reid said, means “motorists are becoming less equipped to ensure they’re getting the best deal on repairs.”

Have you ever felt like you’ve been overcharged for garage repairs? Let us know about your experiences in the comments section below…

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New special edition Nissan Navara N-Guard revealed

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James Brodie 2018-08-29 11:30

New Nissan Navara N-Guard pick-up is based on the flagship Tekna variant of the truck

A new special edition Nissan Navara has landed in the form of the Navara N-Guard, on sale in the UK now. 

Priced from £28,075 excluding VAT, it’s a double cab version of the pick-up powered by a 2.3-litre 187bhp dCi four-cylinder diesel engine. A manual gearbox is standard fit, but an automatic version is offered and priced from £29,525, too.

• Best pick-up trucks 

The N-Guard is based on the range topping Tekna version of the Navara but stands out with a series of unique design tweaks and trim finishes. The front grille, fog lamp surrounds, door mirror caps, door handles and rear bumper are all finished in floss black, as are the side steps, roof rails and standard 18-inch alloy wheels, bespoke for the N-Guard.

The headlamps have also been darkened, and a tinted sunroof also comes as standard.

The Navara N-Guard goes on sale with three neutral colour choices – Twilight Grey, Metallic Black and Storm White. A final design twist is added with unique N-Guard decals on the bottom of the doors. 

Leather and cloth upholstery features in the cabin, but the seat bases and back inserts have been altered with the adoption of a dark grey and yellow design, with yellow stitching to boot.

Standard equipment includes Hill Start Assist, Hill Descent Control, Intelligent Emergency Braking and a 360-degree top down style camera system. A five-year/100,000 mile warranty is also included, while a locking rear differential is on the options list.

Read our in-depth Nissan Navara pick-up review right here...

Associated Advanced Gallery 

New special edition Nissan Navara N-Guard revealed - pictures

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Volvo V60 vs Audi A4 Avant

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2018-08-29 11:10

The new Volvo V60 harks back to the brand’s estate estate car roots. We pitch it against the Audi A4 Avant

Along with safety, Volvo is known for its estate cars. While the brand might have moved into new areas with its ever-growing range of upmarket SUVs, the firm hasn’t forgotten about its core products.

The latest to join the line-up is the mid-sized premium V60 estate. This is a car that offers class, practicality, efficiency, tech and performance; an appealing package then.

But there are already a number of rival models delivering exactly this combination, and the Audi A4 Avant is a perfect example. Audi also has a long history with estates, and in this closely fought class the V60 faces a fight to overcome its German rival.

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Image 3 of 28

While SUVs are the niche that’s now become the norm, they’re not for everyone and family estate cars like these are generally better to drive than their higher-riding alternatives.

• Best estate cars to buy

The victor here will have to deliver exactly this, but mix it with a useful level of usability. Let’s find out which is the stronger choice. 

Volvo V60

Image 4 of 28

Image 4 of 28

Model:	Volvo V60 D4 Auto Inscription Pro
Price:	£40,860
Engine:	2.0-litre 4cyl turbo, 187bhp
0-60mph:	8.1 seconds
Test economy:	39.8mpg/8.7mpl
CO2:	125g/km
Annual road tax:	£450

With an almost totally new product line-up that’s mainly focused on a new range of SUVs, Volvo has now turned its attention to what it’s always been known for: estates. This V60 is set to take on the likes of the Audi A4 Avant, but does it do so more convincingly? We’re testing a £40,860 V60 D4 Auto in Inscription Pro trim to find out.

Overall, the V60’s long wheelbase gives a nice, balanced feel to how the suspension responds to bumps. It smothers most surface changes, so only the harshest of ridges impact refinement. You feel the road, but the chassis doesn’t crash; it’s relaxed and matches the level of calm inside. On 19-inch wheels the V60’s ride only occasionally felt ruffled by scars in the road surface.

There’s enough agility, too. The light steering doesn’t even offer as much communication as the Audi’s, but the weight actually matches the rate of response and the steering feels free. There’s little friction and despite the comfort it offers, the chassis will grip tenaciously and for longer than you might expect. This also helps to deliver a planted, secure feeling through quicker corners, and all this combines to give a tangible sense of solidity on the move.

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Image 10 of 28

Volvo’s D4 motor and eight-speed automatic gearbox combination is a known quantity, and it works as well as ever in the V60. Despite the car’s extra mass, with one extra ratio in its gearbox to cover a similar speed range, the Volvo and the A4 Avant were equally matched at our test track. Both took 8.1 seconds to sprint from 0-60mph.

There was very little to split them for in-gear performance, too; what might be more important is refinement. The V60 is serene at low speeds. The transmission shuffles its ratios imperceptibly and the engine gently whirrs away. However, full-throttle is a different story, because the motor becomes more intrusive and the gearbox a little jerkier in its movements. It’s no worse than the A4, though.

Still, it’s the Volvo’s comfort and refinement that define the driving experience, which is strong. 

Testers’ notes: “Sometimes you get a feel from a car where everything works in harmony. The V60 is exactly that kind of model and will be incredibly easy and rewarding to live with.”

Audi A4 Avant

Image 6 of 28

Image 6 of 28

Model:	Audi A4 Avant 2.0 TDI 190 S tronic Black Edition
Price:	£39,985
Engine:	2.0-litre 4cyl turbo, 187bhp
0-60mph:	8.1 seconds
Test economy:	39.4mpg/8.7mpl
CO2:	116g/km
Annual road tax:	£140

Audi’s A4 Avant will provide a tough test for the Volvo V60. The recipe is very similar, and we’re putting a top-spec £39,985 A4 Avant 2.0 TDI S tronic Black Edition (our pictures show a 3.0) up against the V60. It’ll be fine margins that separate them, but which will take the win?

The A4 Avant doesn’t seem to have the Volvo’s easy-natured approach to tackling rough ground. It’s comfortable, but even in the softest setting the dampers don’t give the Audi as light a touch on the road. The A4 lumbers a little more, but it certainly feels solid and planted; these factors mean it is the more agile car.

With more precise steering and grip, the Audi changes direction with greater alertness and agility than the Volvo. It stays flat through corners, too, but even when unloaded, this resistance to roll doesn’t make the A4 feel overly stiff. While it can’t match the V60’s level of compliance, the Avant isn’t rock solid, and it takes most roads in its stride.

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Image 20 of 28

The A4’s gearbox isn’t as smooth at low speed and around town, because the clutches cutting in and out make manoeuvring a little more jerky and disjointed. Once under way, the shifts are quick and seamless.

However, there was little to split the performance of these two cars at our test track. Both accelerated from 0-60mph in 8.1 seconds, but the Audi’s sharper-shifting transmission meant it was one tenth faster from 30 to 70mph through the gears, taking 7.1 seconds. It was also a few tenths faster in the lower ratios between 30 and 50mph, but a few tenths slower in the higher gears between 50 and 70mph, with the differences between the cars’ seven and eight-speed transmissions explaining this.

As we said, fine margins will decide this battle, and when it comes to the driving experience, the Audi is slightly less comfortable and composed, but a little bit more alert and rewarding, so it will depend on which elements you value more. 

Testers’ notes: “You can upgrade the A4’s fuel tank from 40 to 54 litres for free. Based on our figures, this would increase cruising range from 347 miles to 468 miles – a welcome boost if you cover big distances.” 

Verdict 

First place: Volvo V60

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Image 12 of 28

There’s little to split these two cars, but while the Volvo might cost a little more to buy and run, it’s the more comfortable, more spacious and more hi-tech model. This is what a premium family estate should deliver, and the V60 nails this convincingly. Just a few issues (it lacks some connectivity as standard, for example) hold the model back from the full five stars. 

Second place: Audi A4 Avant

Image 22 of 28

Image 22 of 28

The A4 Avant is an extremely competent premium and practical family wagon. It offers lots of space, enough comfort and is the better machine to drive, while quality is easily on par with the V60. Yet it can’t quite match the Volvo for usability and much of the technology that makes it so appealing is optional, even if it will be marginally cheaper to run than the Swedish car. 

Other options in this category...

Mercedes C-Class Estate

Model: Mercedes C 220 d Estate AMG Line
Price: £38,835
Engine: 2.0-litre 4cyl, 191bhp

There’s a new C-Class Estate to fight the V60 with updated infotainment and new engines. The 191bhp 2.0-litre C 220 d is well priced, at £38,835 in top-spec AMG Line trim. But the 460-litre boot looks small by comparison. 

BMW 3 Series Touring

Model: BMW 320d auto Touring M Sport
Price: £38,070
Engine: 2.0-litre 4cyl, 187bhp 

Before the new 3 Series Touring goes on sale next year, now is a great time to pick up a deal on the outgoing car. The sweet spot is 320d M Sport auto spec. It’s even better to drive than the Audi, even if it’s slightly less practical. 

Figures

	Volvo V60 D4 Auto Inscription Pro	Audi A4 Avant 2.0 TDI 190 S tronic Black Edition
On the road price/total as tested	£40,860/£47,410	£39,985/£39,985
Residual value (after 3yrs/36,000)	£17,141/42.0%	£16,462/41.2%
Depreciation	£23,719	£23,523
Annual tax liability std/higher rate	£2,436/£4,872	£2,225/£4,449
Annual fuel cost (12k/20k miles)	£1,809/£3,015	£1,828/£3,046
Insurance group/quote/VED	31/£474/£450	29/£504/£140
Cost of 1st/2nd/3rd service	N/A	£159/£309/£159
Length/wheelbase	4,761/2,872mm	4,725/2,820mm
Height/width	1,433/1,916mm	1,434/1,842mm
Engine	4cyl in-line/1,969cc	4cyl in-line/1,968cc
Peak power/revs	187/4,250 bhp/rpm	187/3,000 bhp/rpm
Peak torque/revs	400/1,750 Nm/rpm	400/1,750 Nm/rpm
Transmission	8-spd auto/fwd	7-spd DCT/fwd
Fuel tank capacity/spare wheel	55 litres/£150	40 litres/space saver
Boot capacity (seats up/down)	529/1,441 litres	505/1,510 litres
Kerbweight/payload/towing weight	1,669/521/2,000kg	1,530/615/1,900kg
Turning circle	11.4 metres	11.6 metres
Basic warranty (miles)/recovery	3yrs (60,000)/3yrs	3yrs (60,000)/3yrs
Driver Power manufacturer/dealer pos.	13th/9th	18th/22nd
NCAP: Adult/child/ped./assist/stars	N/A	89/87/75/75/5
0-60/30-70mph	8.1/7.2 secs	8.1/7.1 secs
30-50mph in 3rd/4th	2.9/4.0 secs	2.8/3.8 secs
50-70mph in 5th/6th/7th/8th	5.3/6.3/8.0/10.9 secs	5.8/10.3 secs/N/A/N/A
Top speed/rpm at 70mph	137mph/1,700rpm	143mph/1,400rpm
Braking 70-0/60-0/30-0mph	47.4/37.1/9.5m	46.2/32.6/8.8m
Noise outside/idle/30/70mph	72/51/59/69dB	71/43/58/65dB
Auto Express econ. (mpg/mpl)/range	39.8/8.7/482 miles	39.4/8.7/347 miles
Govt urban/extra-urban/combined	50.4/65.7/60.1mpg	56.5/68.9/64.2mpg
Govt urban/extra-urban/combined	11.1/14.5/13.2mpl	12.4/15.2/14.1mpl
Actual/claimed CO2/tax bracket	190/125g/km/30%	192/116g/km/28%
Airbags/Isofix/park sensors/camera	Seven/yes/yes/£375	Six/yes/yes/£450
Auto box/lane keep/blind spot/AEB	Yes/yes/£1,625*/yes	Yes/£1,250*/£775/yes
Clim ctrl/cruise/leather/heated seats	Yes/yes/yes/yes	Yes/yes/half/yes
Met paint/LEDs/keyless/pwr tailgate	£650/yes/yes/yes	£645/yes/£1,295*/yes
Nav/digi dash/DAB/connected services	Yes/yes/yes/yes	Y/£1,395*/y/£1,395*
Wireless charge/CarPlay/Android Auto	No/£300*/£300*	£1,395*/yes/yes

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