New Volvo S60 T5 Inscription Plus 2019 review

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2 Oct, 2019 11:30am

Volvo's S60 is a strong challenger in the executive car class, can the comfort-orientated Inscription Plus model take it to the top?

Buyers in this executive saloon segment have never had it so good. Keen drivers can pick from the BMW 3 Series, Alfa Romeo Giulia and Jaguar XE, while those who would prefer to arrive at the office unruffled rather than thrilled can choose between the Mercedes C-Class, Audi A4, or this, the Volvo S60.

We previously tested the S60 T5 in R-Design Edition guise and, when fitted the lowered sports chassis, sports seats, paddle shifters, and optional 20-inch alloy wheels, we came away slightly underwhelmed - most notably with the ride quality, but also by the sluggishness with which the gearbox responded to manual inputs.

• Best executive cars to buy 2019

But in comfort-focussed Inscription Plus trim, the S60 makes far more sense. Gone are the dynamic pretences, the sports chassis and those paddle shifters. Instead, you’ll find sumptuous, comfort-focussed Nappa leather seats, a softer chassis, and a transmission that is clearly intended to get on with the hard work of changing gear itself. These aspects play to the S60’s strengths, emphasising its relaxed, cosseting nature, rather than trying to make it something it’s not.

Take the ride, for example. On 18-inch wheels the S60 is pliant around town, absorbing ruts and bumps far better than more sporting models. It’s a similar story on the motorway, where the Inscription car makes such smooth, refined progress that you’ll have to keep a close eye on the speedometer.

Unless you want the (fast but expensive) T8 plug-in hybrid, the 247bhp petrol T5 is your only option; for better or worse, there’s no diesel engine for the S60. Company car buyers may be put off here, as a BMW 320d gets a Benefit-in-Kind tax rate of 30 per cent, while the T5’s 152g/km CO2 emissions attract a 34 per cent grouping. 

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When dressed up as a sporting R-Design Edition saloon, the half-second the T5 gives away to the similarly powerful BMW 330i on the 0-62mph sprint was keenly felt. But if you view the S60 Inscription Plus as more of a junior luxury cruiser, that 247bhp engine offers brisk acceleration that is pleasantly juxtaposed with its comfort-oriented philosophy.

Things still fall down if you ask the S60 to do an impression of a sporting saloon on a winding B-road. Sticking the £750 adaptive dampers into their firmer setting by selecting Dynamic mode reveals a secondary ride that can best be described as jiggly, and at worst unresolved. And the steering, while nicely weighted, is almost entirely devoid of feel, discouraging involvement further. Far better to leave things in Comfort and let the S60 be itself.

Cabin quality is almost unimpeachable, with a soft-touch dashboard (even the door pockets are high-quality), a luxurious-feeling steering wheel, supremely impressive leather, and tight trim gaps. The ‘driftwood’ dashboard inlays are nicer to behold than the ‘metal mesh’ items found in the S60 R-Design, too.

But those qualities make some niggles stand out all the more. The sun visors, for example, feel so cheap they could come from a supermini, and the grab handles from a city car; plus the central transmission tunnel is surrounded by a swathe of plastic that has no place in a £25,000 car, let alone one costing £45,000. We’d also like to see a 360-degree parking camera and adaptive cruise control thrown in for this sort of money. Sadly, both are optional.

And, while we’re griping, the S60 isn’t a car that shrinks around you like a BMW 3 Series, feeling slightly less wieldy in tight spots than its junior exec format should make it. It’s 6cm longer and 3cm wider than a 3 Series, but at least the trade off is a set of rear seats that offer generous legroom for this class. Space is good in the front too, but an extra couple of inches on the left-hand side of the pedal box would make for a more comfortable driving position.

• Most reliable cars to buy 2019

Those niggles may make it sound as if the S60 is hard to recommend, but that’s far from the case. In fact, what issues there are stand out mainly because this is, in the main, an extremely well-resolved car, and a pleasurable one in which to spend long periods of time. No, it’s not as dynamic to drive as an XE, Giulia or 3 Series - but the S60 is at its best when it’s not trying to be. 

If you’re in the market for an executive saloon with some of the most comfortable seats in the business, one of the nicest-looking dashboards around, and a driving experience that seems to make every journey feel shorter, put the S60 near the top of your list.

4

The Volvo S60 T5 Inscription may not be perfect, but it’s a credible alternative for buyers after a comfort-focussed compact executive saloon. More interesting than an Audi A4, more relaxing than a Jaguar XE and better-built than an Alfa Romeo Giulia, the S60 is handsome, refined, and makes far more sense in plush Inscription Plus trim than it does as a sporty R-Design Edition. While niggles remain, the S60’s biggest problem is that it’s chasing dwindling customer numbers in a market dominated by the best-in-class BMW 3 Series, a car that - unlike the S60 - is also available with diesel engines.

• Model: Volvo S60 T5 Inscription Plus
• Price: £38,835
• Engine: 2.0-litre 4cyl turbo petrol
• Power/torque: 247bhp/350Nm
• Transmission: Eight-speed automatic, front-wheel drive

• 0-62mph: 6.5 seconds
• Top speed: 145mph
• Economy/CO2: 35.3-39.8mpg/152g/km
• On sale: Now

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New Peugeot e-208 2019 review

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2 Oct, 2019 6:00am Vicky Parrott

There's a new electric car on the block, but how does the 211-mile Peugeot e-208 perform on the road?

Peugeot’s got an interesting take on the electric car. While rivals such as Renault, Nissan and VW are going down the route of delivering electric cars on bespoke platforms with deliberately different styling – step forward the ZOE, Leaf and ID.3 – Peugeot is reassuring its customers that electric power is normal. Nothing to fret about. Just the next step. Hence the new 211-mile e-208 looking, feeling and driving in very much the same way as the petrol equivalent.

And the French maker could be on to something. Giving a slightly bewildered car buying audience something so recognisable and familiar will come as welcome reassurance for many. Even better news is that it’s very competitively priced, starting at just over £25k, or £26,250 with the mid-range Allure trim that we’d recommend, or from around £330 a month with a deposit or part-ex of £4,500.

• Best electric cars on sale right now

It’s cohesive and likeable to drive, too. Sure, the 0-62mph time of 8.1 seconds doesn’t sound like much but stick the willing electric 208 in Sport mode and it razzes off the line with satisfying vigour, and it has a heartier mid-range response than you’ll enjoy in the likes of the Renault ZOE, too.

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The trademark small Peugeot steering wheel is still an acquired taste, but it does give the e-208 an enthusiastic wieldiness that suits town or country road alike. Mild brake regen’ forces feel very natural right from the off, or you can increase that by nudging the gear lever into ‘B’ mode.

What’s less ideal is the ride comfort. Our top-spec GT test car rode on 17-inch alloys and it was a bit restless and lumpy over the scrappy Portuguese roads that we drove on, even if it settled enough at higher speeds to deliver relaxing motorway manners. Tyre and suspension noise, too, was noticeable, although the innate refinement you get from the silent electric motor means that this is still a quiet car by the standards of any petrol competitor.

More than the way it drives, it’s the way it looks - inside and out - that’s likely to sell the assertive-looking e-208. The interior has a smart, tactile blend of contrasting materials and colours that feel modern and fresh without being too garish, and complement the very tech-focused dash.

A 7-inch touchscreen with Apple CarPlay, Android Auto and Mirrorlink is standard across the range. Then a 10-inch version with TomTom nav and live traffic updates is £650 extra on most trims or included on top-spec GT.

It can be tricky to figure out the menu layouts, and it still seems counter-intuitive to have to leave your nav screen to change the cabin temperature, but otherwise the standard equipment and graphics are great. You even get multiple USB charging sockets in the front and back, and in all but the base model there’s wireless phone charging and a snazzy configurable driver’s readout with ‘3D’ graphics that look very cool and are easy to read.

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The e-208 is easy to charge, too. A CCS and Type 2 port pops open on the rear wing, and lets you charge up at most public charging stations or at a home wallbox. That 7kW wallbox will charge the e-208 in some eight hours, while the car also gets 100kW rapid charging that’ll add 100 miles to the range in around 20 minutes (40 minutes at one of the more common 50kW fast chargers).

Mind you, a cable giving you access to standard three-pin domestic sockets costs extra, and there’s nowhere to store any of the cables in the car, either. It’s also a glitch in the Peugeot’s matrix that the updated Renault ZOE has arrived with a longer official range of 245 miles.

Even so, our brief test drive suggested that the Peugeot will cover 200 miles in summer real-world driving (expect around 150 in winter or on long motorway journeys), and that’s more than enough for most motorists thinking of going electric.

Overall, the e-208 has got a youthful, energetic feel that rivals like the ZOE can’t lay claim to, so while there are niggling frustrations to contend with, it’s still a great addition to the small car class.

3.5

The Peugeot e-208 is a cute and comprehensively high-tech small electric car that feels fun and youthful in a way that few rivals do. It’s just a shame that others go further between charges, and that the knobbly ride comfort and lack of cable storage let it down.

• Model: Peugeot e-208 GT
• Price: £29,650
• Engine: Electric motor
• Power/torque: 134bhp/300Nm
• Transmission: Single gear, front-wheel drive

• 0-62mph: 8.1 seconds
• Top speed: 94mph
• Range: 211 miles (WLTP)
• On sale: Now

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New Renault ZOE 2019 review

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2 Oct, 2019 6:00am Richard Ingram

The all-electric Renault ZOE has a fresh look and new motor, but just how good is it?

Only a week ago we were driving the all-new Porsche Taycan – one of the fastest and most expensive electric cars on the market. And now we’re in the hot seat of something that’s arguably every bit as innovative, but much more affordable: the new Renault ZOE.

Since launching in 2012, the ZOE has been given periodic updates to improve its practicality, with faster charging and ever more range. This new version – depending on spec and wheel size – claims between 238 and 245 miles (WLTP) on a charge.

• Best electric cars on sale

The revised ZOE gets a fresh look, as well as a new battery and a new motor. Styling changes are evolutionary, with a tweaked nose, more chrome, and full-LED lights front and rear, plus new wheels and colours.

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Every model uses a new 52kWh battery, but there’s a choice of motors. You can still buy a ZOE with the 107bhp R110 unit, but it’s the new R135 model we’re driving here.

With 134bhp, it’ll do 0-62mph in a respectable 9.5 seconds, but in reality it feels even quicker, thanks to that instant hit of torque; Renault claims this new ZOE is more than two seconds faster from 50-75mph, which helps when overtaking. Eco mode improves the car’s range, but numbs acceleration so much that we can’t see owners making much use of it.

It’s inside where the ZOE demonstrates its most sizeable gains, with improved quality. There’s cool-looking fabric on the doors, dash and centre stack, and everything you regularly come into contact with is soft.

A sharp 9.3-inch touchscreen is part of the £800 Technology Pack on mid-spec cars, but standard on top-end versions. It’s a huge improvement – both in functionality and responsiveness – over the old unit.

There are three trims available at launch, and as before, a choice of purchase plans. You can lower the car’s overall cost by leasing the batteries for a monthly fee (expected to start from around £49/month), or you can buy the ZOE outright – batteries included – as per the price in our spec box.

Prices for the entry-level ZOE Play start from £18,670 plus that battery lease, or £25,670 if you buy the car with the cells. That model is only available with the older 107bhp R110 motor, but all cars get the aforementioned LED lights, air-conditioning and a seven-inch touchscreen with Apple CarPlay and Android Auto, plus cruise control, and auto lights and wipers. Every car also comes with a 7kWh home wallbox, assuming you have somewhere to put it.

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Iconic (£1,500 more than Play) is the mid-spec model, and this is likely to be the UK’s big seller. Available with the choice of R110 or R135 motors, the Iconic gets climate control, wireless phone charging, rear parking sensors and 16-inch alloys.

GT Line is at the top of the range, adding the larger 9.3-inch screen, a parking camera, and different upholstery. GT Line is only available with the more powerful motor.

Every model is now also fitted with a ‘B mode’, which intensifies the regenerative braking, slowing the car significantly when you lift off the throttle. With enough anticipation you can pootle around town, only occasionally dabbing the brakes.

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With more than 130bhp, the ZOE doesn’t sit far away from ‘warm’ hatchbacks like the Suzuki Swift Sport. However, while it can almost match that car for power and pace, it isn’t as engaging through the corners.

It admittedly no longer feels like an eco-special designed to extract every last kilometre from its available range, but while the ZOE demonstrates acceptable body control and decent grip, its steering is light and lacks any kind of feel.

Renault claims to have fitted the new car with more soundproofing, and on the move this is an impressively refined supermini. It rides well, with only a murmur of road and wind noise; intrusions heighten at motorway speeds, but no more so than in an equivalent petrol-powered Clio or Captur.

Charging the ZOE is simple, and relatively quick. Renault says the 52kWh battery will top up to full in a little over nine hours using a 7kW home wallbox, or three hours via a 22kW charge point. For £750, Iconic and GT Line buyers can specify 50kW DC (CCS) rapid charging, allowing for a 0-80 per cent charge in one hour and 10 minutes.

4

The Renault ZOE has improved since it was launched back in 2012 but this ‘third-generation’ model represents the car’s biggest step-change. It dramatically trumps rivals for usable range, interior quality and outright value for money. Compared with the equivalent petrol-powered Clio, it looks expensive, but depending on how you buy, lease or finance your ZOE, this could end up being the cheapest car you’ll ever own.

• Model: Renault ZOE R135 Iconic
• Price: £27,620
• Engine: Single electric motor
• Power/torque: 134bhp/245Nm
• Transmission: Single-speed automatic, front-wheel drive

• 0-62mph: 9.5 seconds
• Top speed: 87mph
• Range: 239 miles (52kWh battery)
• CO2: 0g/km
• On sale: Now

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New Peugeot 208 2019 review

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2 Oct, 2019 6:00am James Batchelor

The new Peugeot 208 has arrived to shake up the supermini sector, but does it have the tools to dethrone the Ford Fiesta?

The new Peugeot 208 may be a small, five-door hatchback but it’s rather a big deal. The expectations are high and not just because the competition is so good. The new Renault Clio, arriving imminently in UK showrooms, does much of what the 208 promises to do; there’s the badge appeal of the Volkswagen Polo, and the all-round brilliance of the market leader, the Ford Fiesta. 

No, the expectations are high because of Peugeot’s recent success rate. The 3008 SUV, launched three years ago, can be marked out as the car that began the French firm’s renaissance. It showed that Peugeot had turned its back on making ugly, flimsy and disappointing cars, and instead had embraced design, quality and desirability. The 208, however, is different. Small cars are Peugeot’s bread and butter and the 208 is the linchpin in Peugeot’s rejuvenation. Essentially, if Peugeot has got it right again, the brand really has come of age.

• Best superminis on sale right now

We drove a prototype 208 back in July and thought it showed promise, but now comes the chance to drive the car you can actually go and buy. And the good news is that Peugeot hasn’t only managed to distill the 3008’s ingredients down into a smaller package; it has also succeeded in giving the little 208 enough charm of its own to stand out in the tough supermini sector.

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It certainly looks like no other supermini, that’s for sure. The slightly dumpy proportions of the car’s three predecessors have gone for good, and have been replaced by a more balanced design. There’s a bold face with Peugeot’s latest grille design, sleek headlights and vertical LED day-running lights, short overhangs, a rounded rear and a C-pillar that’s pure 205.

There’s nothing backward looking underneath the body, though. Along with the new Vauxhall Corsa, the 208 sits on PSA Group’s new small car platform, called CMP. It’s been designed from the outset to offer different powertrains, so that means the 208 (and also the Corsa) can come with a petrol engine, a diesel engine or as a pure-electric vehicle. Options include a 1.2-litre three-cylinder turbocharged petrol with either 75bhp, 99bhp and 128bhp, a 1.5-litre diesel with 99bhp or a 134bhp EV version. 

Called e-208, the full-electric offers a WLTP-tested range of 211 miles and its packaging is all but identical to the equivalent petrol or diesel 208, thanks to that CMP platform. The electric motor sits under the bonnet, while the 50kWh battery pack lies under the rear seats. The interior remains the same, too. And that’s good news, because as the 208’s cabin is probably the car’s standout feature.

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Apart from a smattering of hard plastics across the doors and glovebox lid, and acres of piano black plastic that’ll scratch within months, there are plenty of soft-touch materials across the dashboard and it feels really well put together. There are lots of nice design details too, like contrast stitching (lime green in our test car) and configurable ambient lighting, and the whole design makes most of its rivals look like they’re from the previous century. Space inside is no better than adequate, though, as six-footers will be a little tight in the back and the boot is just average for the class, at 311 litres. 

Average doesn’t describe the technology, however, as the 208 debuts Peugeot’s new generation of its i-Cockpit. The entry-level Active gets the standard screen like on a 3008, but mid-spec Allure models and above get a 3D look to the driver’s screen. It works rather well and on the move you find your eyes don’t have to adjust as much as they do with the regular i-Cockpit. A seven-inch screen sits in the middle of the dash, which can be upgraded to a 10-inch for £660 (standard on the e-208). It’s as fiddly to use as before though, and nowhere near as simple to operate as the systems in the Fiesta, Ibiza and Polo.       

For now there are just four trim levels, with petrol, diesel and electric offered across all models, apart from the range-topping GT, which only comes on the e-208. Active starts at £16,250 (£25,050 for e-208 Active, after the Government grant) and gets 16-inch alloys, air conditioning, Apple CarPlay and Android Auto, rear parking sensors and the i-Cockpit.

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Allure adds 17-inch wheels, the 3D i-Cockpit, LED rear lights and a wireless charging pad for your smartphone. GT Line features those 205 GTi-aping wheel arch extensions, diamond cut alloys and LED headlights. The £29,650 electric-only GT gets the 10-inch infotainment screen with nav, adaptive cruise control with stop and go, lane keep assist and blind spot assist.

The level of kit sounds impressive – and it is – but the 208 isn’t a cheap car. Our GT Line 1.2 130 eight-speed auto came in at £23,350; the equivalent new Clio R.S. Line TCe 130 Auto is £3,000 cheaper. Peugeot promises keen finance deals, though, and high residual values, so time will tell if the 208 is overpriced.   

Get behind the wheel and you quickly realise that the wow factor of the exterior design and interior quality haven’t quite translated to the driving experience. It’s by no means bad, but the way the 208 goes, stops and steers can’t match the rest of the package.

Where the car drops the ball is in the little things that make you realise just how polished the Ford Fiesta is. The steering is desperately short on feel, for instance, and feels a little too light; couple this with the small steering wheel and it’s hard to know where the front wheels are pointing sometimes. Visibility over the shoulder and out of the back is a little restricted, too. That’s a bugbear around town. 

The 128bhp 1.2-litre three-pot engine is a gem, however. There’s very little low-down turbo lag, it has a real fizz to the way it spins up to the red line, and, unlike in the old 208, the motor doesn’t make itself heard too much. The same goes for the eight-speed automatic gearbox that changes gears pretty much silently (the six-speed manual feels a bit too rubbery).

In fact, the 208 is a remarkably refined car to drive along quickly, with hardly any wind or tyre noise. The ride is pretty good too, as it does a rather good job at being comfortable most of the time. At low speeds around town it can get a bit jarring, but on the whole it’s soft and compliant. 

The new 208 is a sizeable leap on from its predecessor, and while we reckon the Ford Fiesta won’t be losing its number one spot in the sales charts anytime soon, Peugeot’s new offering does have its merits. While the driving experience is pretty unremarkable, the design and quality of the interior gives the 208 a likeable charm - so it could well be another winner for Peugeot.

4

With a string of recent success stories in the shape of the 3008 and 508, Peugeot faces high expectations for the new 208, and on many levels it succeeds. The design, inside and out, is outstanding and the quality of the interior is impressive. It’s just a shame then, that the driving experience is just a bit too unremarkable. That said, the 208 does have its own charm and more than holds its own in a crowded supermini sector.

• Model: Peugeot 208 GT Line 1.2 PureTech 130 EAT8 S&S
• Price: £23,350
• Engine: 1.2-litre, three-cylinder turbocharged petrol
• Power/torque: 128bhp/230Nm
• Transmission: Eight-speed automatic, front-wheel drive

• 0-62mph: 8.7 seconds
• Top speed: 129mph
• Economy/CO2: 52.2mpg/103g/km
• On sale: Now

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New 2020 BMW X6 M revealed ahead of LA debut

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Luke Wilkinson 2019-10-01 23:01

BMW has released pricing information and a full specification for the new £113,310 X6 M Competition

This is the new BMW X6 M – the flagship performance variant of the recently released third-generation X6 coupe-SUV. The X6 M is set to make its debut at this year’s Los Angeles Motor Show, before going on sale in April 2020 alongside its X5 M sibling. It’s available to order now, though the UK market only gets the X6 M in Competition guise, with prices starting from £113,310.

The BMW X6 M Competition is powered by a twin-turbocharged 4.4-litre V8, which develops 616bhp and 750Nm of torque. Power is sent through an eight-speed automatic gearbox to a rear-biased all-wheel-drive system, providing the SUV with a 0–62mph time of 3.8 seconds, a 0–124mph time of 13.2 seconds and an electronically limited top speed of 155mph.

• Fastest SUVs on sale now

Chassis revisions over the standard BMW X6 include an uprated active differential, larger drilled and vented disc brakes with six-piston calipers for the front axle and additional bracing between the front suspension struts. BMW has also fitted a unique shear panel near the X6’s front subframe mount to improve chassis rigidity and handling.

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As with all of BMW’s M Performance models, the characteristics of the X6 M Competition’s engine can be adjusted via buttons on the centre console, as can the electronic dampers, four-wheel-drive system and exhaust note. An M mode also features, which backs off the X6 M’s assistance systems and reduces the amount of information appearing on the car’s displays.

• New BMW X5 M Competition revealed

Exterior styling additions are plentiful, stretching to a more aggressive body-kit, new kidney grilles, a pair of M-branded gills for the front wings, a set of flared wheel arches, a quad-exit exhaust system, a new rear spoiler and a set of staggered, lightweight wheels with 21-inch wheels on the front axle and 22-inch alloys on the rear.

Inside, buyers get a pair of leather-trimmed electrically adjustable and heated sports seats, a sports steering wheel with red M mode buttons, illuminated treadplates, unique hexagonal quilting for the door cards and an Alcantara headliner. Buyers also get a two-zone climate control system as standard, as well as 12.3-inch digital instrument binnacle and BMW’s iDrive infotainment system.

Optional extras include a carbon fibre rear wing, carbon fibre interior trim, a panoramic glass roof, heated/cooled cup holders, ventilation and massage functions for the front seats and a premium Bowers and Wilkins surround sound system. 

BMW also offers an M Driver’s Package, which raises the SUV’s top speed to 180mph. The German brand’s Laserlight LED headlights are also optionally available, which increase the X6 M’s high-beam range to around 500 metres.

What do you make of the new BMW X6 M Competition? Let us know in the comments section below… 

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New 2020 BMW X5 M arrives with V8 power and 616bhp

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James Brodie 2019-10-01 23:01

BMW M gets its hands on the latest X5, borrowing power from the brand new M8 coupe

BMW's M division has revealed its latest creation in the form of the third-generation X5 M, which will make its full debut at the Los Angeles Motor Show in November and arrives alongside its X6 M coupe-inspired sibling. Prices are set to start from £110,610. 

Both join the recently launched X3 M and X4 M to take the total number of M-developed super-SUVs in the BMW fold to four models. However, the larger X5 M arrives boasting V8 power, and is a fresh rival for the Mercedes-AMG GLE 63 S and the Range Rover Sport SVR at the larger end of the performance SUV class.

X5 M engine and performance

Under the bonnet is a twin-turbocharged 4.4-litre V8, lifted from the brand new M8 and capable of revving out to 7,200rpm. In the regular X5 M it develops 592bhp and 750Nm of torque, enabling 0-62mph in 3.9 seconds. As ever, BMW has also developed a more potent Competition badged model. Using the same 4.4-litre engine power this version steps power up to 616bhp, cutting the dash to 62mph from standstill by a tenth of a second.

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Over longer distances, the gap between the two versions of the X5 M is a bit wider. From 0-124mph the 592bhp car takes 13.7 seconds, with the 616bhp Competition variant a little quicker at 13.4 seconds. Both are electronically limited to 155mph flat out, with an optional M Driver’s Package capable of lifting the limiter to 180mph.

• New BMW X6 M Competition revealed

The engine is held in place by all new, stiffer mountings while a unique exhaust system with two 100mm tailpipes refines the V8 soundtrack. Competition models are completed with an M Sport specific exhaust setup. 

Chassis and suspension

Drive is sent to a BMW xDrive four-wheel-drive setup through an eight-speed automatic transmission. As ever, BMW claims a rear-biased distribution of power, with drive only ever sent to the front axle when the vehicle’s various sensors and systems detect that the rear will break traction, while torque can be fully distributed between the front and rear axle. A special 4WD Sport driving mode directs additional torque to the rear, and BMW claims it’s possible to perform controlled drifts with this mode enabled.

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To keep the mass in check BMW has equipped the X5 M with new multi-piece tower-to-bulkhead struts under the bonnet. The front suspension is a double wishbone setup while the camber angles of the front wheels have been increased to promote a sharper turn-in. The rear suspension is a multi-link setup, with another bracing strut placed near the rear axle for additional rigidity. 

Electromagnetic dampers are equipped, using data on body movement, road surface conditions and steering movements to allow for continuous adjustment of the damper settings. The basic damper setup can be altered by flicking through the drive mode selection, with Comfort, Sport and Sport Plus modes. Stopping power is provided by six-piston fixed calipers and drilled 395mm brake discs at the front, with single-piston calipers and 380mm disks at the rear.

Interior and exterior design

Design wise the X5 M receives an aggressive makeover compared to the regular X5, with a visibly wider track, a new front bumper with angular, cut air vents and a new rear end with a large rear diffuser. 21-inch wheels are standard, with Competition variants fielding an offset setup with 22-inch wheels on the rear. Gloss black exterior detailing also marks out the M-division newcomer, as does a new roof spoiler.

Inside, the usual X5 interior receives several sporty new touches. A new steering wheel with red M-marked buttons appears, while the gear selector also gets an M branded makeover and the ignition button turns red too. New M-specific interior schemes arrive, introducing carbon-fibre trim and leather with embossed M logos and hexagonal quilting. The 12.3-inch digital instrument cluster gains M-specific displays. The central 12.3-inch display runs iDrive 7.0, and can be operated through touch, voice control or a rotary dial.

The X5 M goes on sale in the UK this April, and as has been the case with other recent M-division models, only the Competition variant will hit the UK market, priced from £110,610.

Do you like the look of the new BMW X5 M Competition? Let us know your thoughts below...

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Used BMW X4 review

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1 Oct, 2019 4:00pm Richard Dredge

A full used buyer’s guide on the BMW X4 covering the X4 Mk1 (2014-2018)

With a history that stretches back to 1916, its hardly surprising BMW’s back catalogue is rich with luxury saloons, sports (and sporting) cars and even microcars, the latter with its characterful Isetta bubble car that was produced between 1955 and 1964.

But it wasn’t until 1999 that the brand introduced its first SUV, the X5, although its first-ever car with four-wheel drive was the 1985 325iX, which didn’t make it to the UK.

The X5 proved an SUV doesn’t have to be cumbersome to drive, and since then BMW has launched one dynamically adept 4x4 after another, covering the small, mid and full-size classes. Having conquered those sectors the firm then created new ones, first with the X6 coupé-SUV in 2008, then the X4. 

Models covered

• • BMW X4 Mk1 (2014-2018) - SUV is a good buy, but coupé styling comes with compromises. 

BMW X4 Mk1

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History

We got our first glimpse of the X4 in April 2013, with the Concept X4. BMW made no bones about it previewing a production model which would arrive the next year, following on from the success of the X6. The X4 went on sale in the UK in July 2014, with either xDrive20d (188bhp, 2.0-litre), xDrive30d (255bhp, 3.0-litre) and xDrive35d (310bhp, 3.0-litre) diesel engines.

This first-generation X4 wasn’t offered in the UK with petrol engines, and while the 2.0-litre four-cylinder diesel came with a choice of six-speed manual or eight-speed automatic gearboxes, the 3.0-litre six-cylinder units came only in auto form. In line with BMW’s other models, buyers could choose between SE, xLine and M Sport trim levels.

BMW X4 reviews

BMW X4 in-depth review
BMW X4 30d review
BMW X4 M40i review

Which one should I buy?

The auto box is superb and officially more frugal than the manual, so there’s no reason to avoid it; three-pedal X4s are consequently very unusual. The 2.0-litre engine provides all of the performance you’re likely to need, with decent economy, too, but the six-cylinder engine is sublime and turns the car into a great long-distance cruiser, without a ridiculous penalty to running costs.

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Entry-level X4 SE versions have 18-inch alloy wheels as standard, along with dual-zone climate control, cruise control and DAB radio. They also feature navigation, leather trim, parking sensors front and rear, heated front seats and xenon headlights.

Sports seats are added to xLine cars, while the 30d has adjustable driving modes, metallic paint and a recalibrated auto transmission. M Sport spec offers 19-inch rims, sharper body styling, sport seats and suspension, plus sportier interior trim.

Alternatives to the BMW X4

The only direct X4 rival is the Mercedes GLC Coupé, which also offers luxury and performance, along with decent build quality. Like the BMW, the GLC isn’t cheap to buy or run, but it’s a very desirable car. If you like the idea of the X4 but need more usability, then the BMW X3 is the obvious alternative. It offers everything that the X4 does in terms of engines, transmission and kit, but with extra carrying capacity and a lower price.

A more left-field option is the Infiniti QX50, which is another well equipped, sporty SUV with a plush interior, but there aren’t many to choose from. Other alternatives include the Audi Q5, Porsche Macan, Volvo XC60 and Range Rover Evoque, which are less distinctive but more practical.

What to look for

Wheels

Low-profile tyres mean the X4’s alloys can be kerbed easily. Diamond-cut rims also have a tendency to show signs of corrosion.

Rear wiper

Despite the X4’s hatchback configuration, there’s no wiper on the rear window, but this doesn’t seem to cause any problems. 

HUD

If an X4 has the head-up display (HUD), check how sharp and clear it is; some owners have reported noticing that it can be a little blurred. 

All in the name

The first-generation X4 was codenamed F26 by BMW, whereas its successor (built from 2018 onwards) is known as the G02.

Interior

After the eye-catching exterior, the cabin design is underwhelming, but it’s well made, easy to use and nav is standard across the range. There are premium materials everywhere, comfy and supportive seats front and rear, yet headroom in the back is compromised and so is rear three-quarter visibility. Boot space trails the X3, but at 500/1,400 litres (seats up/down), it’s still usable.

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Prices

You can buy a nearly new BMW X4 for between £20,150 and £45,991 on our sister site BuyaCar.

Running costs

The X4’s variable servicing allows up to two years or 18,000 miles between maintenance. Checks alternate between minor (£277.33) and major (£492.01). The minor is little more than an oil change, but the major replaces the pollen, air and fuel filters.

A three-year-old X4 is eligible for cut-price servicing at any official dealer, dropping the price of a minor check to £203.77 and a major to £386.23. The brake fluid needs changing after three years, then every two years, at £60.40. There’s no set schedule to replace the coolant, while there are no cambelts to renew. 

Recalls

The X4 has been recalled five times. The first was in June 2016 because the Isofix mountings could work loose or detach. A fuel delivery system fault prompted a second action in April 2018. The third in August 2018 was because of faulty pistons in the rear brake calipers. The risk of fire due to a leaking exhaust gas recirculation cooler led to recalls in November and December 2018.

Driver Power owner satisfaction

The X4 hasn’t featured in our Driver Power surveys but the X3 Mk2 has, and this gives a pretty good indication of what owners can expect from the X4. The X3 featured in the 2018 used car poll, coming 46th out of 100. There were mid-table finishes in most sections, with a low score of 87th for running costs. The highest marks were for the engine, gearbox and interior. 

BMW was probably as surprised as the rest of us when its X6 was a smash hit, so it made sense to make the formula more accessible by downsizing it. On the face of it, the X4 isn’t a very rational purchase because it costs more than an X3, yet isn’t as practical. But that hasn’t stopped the X4 from finding buyers, and it’s easy to recommend as long as ultimate load capacity isn’t needed. As well as strong, efficient engines, you get a family-friendly SUV offering year-round security, great towing abilities, a luxury cabin and superb safety – albeit at a price.

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