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Mazda MX-5 review (2015 – 2018)

Andrew Charman
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0
Mazda MX-5 review (2015 – 2018)

What is it?
Fourth generation of Mazda’s roadster icon.

Key features:
Engine/chassis tech, light weight, drivability.

Our view:
Not only a more than worthy successor to the original, it’s the best Mazda MX-5 yet.

There can be few motorists who are not aware of the Mazda MX-5 – particularly in the UK.

When it first arrived on British roads in 1990 the MX-5 reinvented a market lost with the demise of such British sports car classics as the MGB and the Lotus Elan – it was a light, affordable roadster which fulfilled the basic premise of being fun to drive. In fact it was just the sort of car that such UK specialists should have built to remain major players in the market.

That the MX-5 came from Mazda was a major surprise, the Japanese brand not renowned for thinking out of the box though it had built a radical rotary-powered sports car, the Cosmo, in the 1960s. With the MX-5 the brand got the market just right – virtually everyone who saw the car fell in love with it. Even before the original was replaced by the Mk2 in 1998 it had earned a place in the Guinness Book of Records as the world’s best-selling roadster, a position it has retained ever since.

As the Mk4 arrives on the market Mazda is closing in on a million MX-5 sales globally, and 12 per cent of those cars have gone to British buyers, the UK total in excess of 120,000 units.

Britain takes 50% of all European MX-5s, the UK owners club has more than 6,600 members and a race series for the car has more than 100 registered competitors and fields that often exceed 90 cars – there is no greater evidence that this is the spiritual successor to the classic 1960s British roadster.

That premise was apparently firmly in the mind of Mazda’s designers when they set out to create the fourth incarnation of the line. The Mk3, introduced in 2005, had taken on the guise of a larger, more muscular beast, partly through all the extra safety kit legislation demanded.

For the new version it was felt the car needed to return to its roots, to that original car, while also incorporating the SkyActiv engine and chassis efficiency technology and the ‘Kodo – soul of motion’ design language that has characterised all recent releases from Mazda – in fact the MX-5 is the last model in the range to incorporate the first generation of both the engineering and design programmes.

So the new Mazda MX-5 is shorter, lower and wider than the outgoing car, and in fact 5cm shorter and 1cm lower than the original Mk1. Meanwhile at 975kg, some 100kg less than the Mk3, this is the lightest MX-5 since the original, achieved through such areas as aluminium-intensive body construction and the more compact, lighter engines.

According to Mazda UK MD Jeremy Thomson, this downsizing completely reverses an industry trend. “Renault launched its Clio supermini around the same time as the Mk1,” Thomson says. “Today the current Clio is twice as heavy and with an 18% larger footprint…”

Yet even with its shorter overhangs, reduced by 4cm either end, and the lower stance, the new Mazda MX-5 is instantly recognisable as directly related to that game-changing original. If anything the styling, with the modern tech super-slim headlamps, are an improvement on the original – the car looks more purposeful, inviting.

The new car has an ever so slightly shorter wheelbase, and the two occupants sit further back and lower to the ground than in previous versions. Yet on slipping behind the wheel, one experiences the paradox of the surroundings appearing to closely fit, cockpit-style as they should on a sports car, while not feeling cramped. The 130-litre boot is bigger too.

Part of the snug comfort is due to improved seats, while a notable touch is the way the exterior metal, and its colour, extends along the door tops. The dash is all circular dials, as it should be, while SE-L models and above get Mazda’s MZD-Connect connectivity system, accessed through a seven-inch touchscreen. While a typically effective version of such technology, the screen itself does look a little ‘stuck on’ the top of the dash.

Then there is the hood – still fabric (Mazda is not yet saying whether there will be a hardtop version like on the Mk3), but lighter than its predecessor and potentially even faster to use. Sitting in the driver’s seat you flick the central catch and drop it down in seconds, while raising is equally easy and rapid, as we discovered during unseasonable August weather during the test in Scotland.

There are two engine options for the MX-5, both familiar SkyActiv petrol units but modified for their sports car application. The former 1.8-litre engine makes way for a 1.5 with more horses, 129 in total, but lower fuel consumption and emissions.

Then there is a 2.0, like in the Mk3, but again with more power, 157bhp, and better efficiency. And both engines are matched to a six-speed manual gearbox, more on which shortly.

All of this is loaded into a chassis that retains its original suspension layout, with a double-wishbone front and a multi-link rear end, but has been lightened in all areas, while also being torsionally stiffer than its predecessor. It all sounds very promising.

The launch test route involved a drive across Scotland, from Inverness airport to the tip of the Applecross peninsula, on roads that offer a major challenge to any car with sporty pretensions, but also great rewards to any car that can deliver – and the MX-5 certainly delivers.

We racked up several miles with both engines and while the true enthusiasts will likely naturally lean towards the more than competent 2.0-litre, it’s the 1.5 that proved the most satisfying. It seems to combine with gearbox and chassis to produce a perfectly balanced whole.

Much of this is due to the gearbox. The 1.5 engine is by no means a slouch but it requires all of its revs, and the resultant plentiful gear-changing is nothing less than sheer pleasure through the short 40mm throw, sharp and precise gate. It all adds a lot to the experience.

Then there is the chassis, and a newly-developed electric power steering system. The car leans purposefully into bends, the steering lightweight but with excellent feedback – you really feel you are driving this car and very quickly start to seriously enjoy roads with lots of corners.

Finally, there is the price. The Mazda MX-5 was always built around the concept of affordability. The £18,495 starting price of the new car is £5 more expensive than the equivalent Mk3, and £3,570 more than the Mk1 when it launched more than 25 years ago. Taking inflation into account, the Mk1 today would cost around £33,000.

The Car Expert does not routinely express superlatives but it is easy to do so with the new Mazda MX-5. This car is not only a more than worthy successor to the original, it is the best MX-5 yet…

Mazda MX-5 – key specifications

Model tested: 131PS SE-L Nav, 160PS Sport-Nav.
On sale: August 2015.
Range price: £18,495-£23,295.
Insurance group: 25E-29E.
Engines: Petrol 1.5, 2.0.
Power (bhp): 129, 157.
Torque (lb/ft): 111, 148.
0-62mph (sec): 8.3, 7.3.
Top speed (mph): 127, 133.
Fuel economy (combined, mpg): 47.1, 40.9.
CO2 emissions (g/km): 139, 161.
Key rivals: BMW Z4, Audi TT Roadster, Mercedes SLK
Test Date: August 2015.

Skoda Superb review

Andrew Charman
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0
Skoda Superb review

What is it?
Third-generation of the Skoda range-topper.

Key features
New design, upgraded quality, more efficiency.

Our view
Improved residual values, and the affordable finance offers that result, make it easy to see why there are very high hopes for the new Skoda Superb.

In 1934, Skoda was a manufacturer of high-quality cars for its home Czechoslovakian market. The Superb, launched that year, was one of the best, driven by the very well-to-do. Around 600 were sold, which for the time was very impressive.

Roll forward half a century, to 2001 – Skoda, ten years on from being acquired by the Volkswagen Group, revives the Superb badge on a new range-topping saloon, aimed at the fleet-dominated large family car segment and rivalling such core models as the Ford Mondeo.

After 13,000 UK sales, a second-generation Superb launched in 2008, with the big change being the arrival of an Estate variant. This quickly became the more popular of the two, boosting Superb sales from 1,000 to 6,000 a year, totalling 29,000 until the present.

So now we have an all-new third generation Superb, and its challenge is tougher than for its predecessors. Skoda is on the march, the fastest growing brand on the UK market for the past three years and having doubled its volumes in just four years. The Superb is expected to maintain that growth, not necessarily by mushrooming its own sales, but by being the brand’s halo model, debuting a new era of style-led Skoda’s.

The car is seen as a game-changer, Skoda product manager Rebecca Whitmore dubbing it “a car with no compromise – no longer do you have to choose between style and space.”

What she means is the new Skoda design language, unveiled on the Vision C concept at the 2014 Geneva Motor Show, now appearing for the first time in production form on the Superb, and set to be replicated on future Skoda models.

Visually it is certainly bolder, the shell a series of clean lines and sharp creases, intended to tug at the heartstrings while still appealing to the head. “In the past people have bought Skodas for all the rational reasons, what they get for the money, the good residual values and the like – we now want to be a more emotional choice too”, says Skoda UK head of sales Martin Barrow-Starkey.

So while the Superb looks much better, it still remains practical. Not surprisingly it is yet another VW Group product to be based around the brand’s seemingly all-inclusive MQB platform, while the latest aluminium-intensive construction techniques also make a big difference, slicing 75kg from the shell weight, with obvious advantages in efficiency and handling.

The car is 47mm wider than its predecessor, while the hatch is 28mm longer and the estate 23mm, but the wheelbase stretches by 80mm, resulting in improved interior space even though the roomy insides were already a major plus of the old Superb.

Boot space is just one of a swathe of best-in-class trophies claimed by Skoda for its newcomer. The hatch accommodates 625 litres with seats up, 30 litres better than before, the estate 660 litres.

The Superb’s rivals in the segment, notably Ford’s latest Mondeo, have been worked on very hard to move their interior quality upmarket, targeting that imposter from the premium sector the BMW 3 Series. Skoda insists, however, that the Ford is its target, not the BMW, but nonetheless dubs the Superb “the best car we’ve ever built” and the interior certainly demonstrates this. The combination of plastic and leather surfacing works well, and said plastics are pleasingly soft to the touch – it certainly more than matches the standards of its rivals.

The other notable aspect of recent Skoda models has been the range of ‘Simply Clever’ features – lots of “why wasn’t that thought of ages ago?” touches, and the Superb has a host of them. So the signature ice scraper remains handily placed behind the fuel filler cap, the interior lights unclip to become rechargeable torches, and perhaps neatest of all not one but two umbrellas are neatly stored in the front doors.

Seven engines are currently on offer for the new Superb, four petrol and three diesel units, all turbocharged, all improved in efficiency over predecessors and all Euro-6 emissions compliant.

The petrol options range from 1.4 units of 123 and 148bhp to a pair of 2-litre variants with either 218 or 276bhp – the latter around 20hp up on the significantly less efficient 3.5-litre V6 engine it replaces.

Diesel choices for the company car drivers who will form the majority of Superb buyers encompass a 1.6-litre of 118bhp alongside 148 and 187bhp 2.0-litre variants.

Curiously the 1.6 and less-powerful 2.0 both claim to be the current cleanest engines, with CO2 emissions of 108g/km in manual form, but they will be beaten by a Greenline eco-model launching later in the year and dipping below the magic 100g/km barrier to 95g/km.

Transmission-wise, six-speed manual or DSG gearboxes are on offer, while all-wheel-drive can also be specified, with either of the 2.0-litre diesels.

While the engines are proven VW Group units and as efficient and eager as has already been proven in a host of recent products from the German giant, the Superb’s ride does raise the odd eyebrow. In general progress there is nothing wrong with its comfort – the car offers everything that the rival Mondeo, Insignia or i40 can. But in the driving seat it can feel a little over-soft and floaty, unless one plays with the adaptive dampers and selects Sport as the preferred option over Comfort or Normal. While stiffer in this mode, the car feels more planted and assured, even on rougher road surfaces.

Overall it’s hard to argue against Skoda’s contention that the Superb is a new-era car. But it also offers some more basic attractions to attract buyers, such as an entry price £50 cheaper than the outgoing car despite an extended specification – DAB radio, for example is now standard even on entry-level S cars.

New to the trim options is SE Business – building on the second SE level and adding features designed to appeal to fleet drivers, such as Alcantara upholstery, sat nav, the SmartLink that integrates app-based smartphone operating systems, and from 2016 the ability to wirelessly charge phones.

Improved residual values and the affordable PCP and contract hire offers that result, make it easy to see why there are very high hopes for the new Superb – Skoda’s best yet? Very possibly…

Skoda Superb – key specifications

Model tested: Skoda Superb 2.0 petrol, 1.6 diesel
On sale: First deliveries Sept 2015
Range price: £18,640-£38,940
Insurance group: TBC
Engines: Petrol 1.4×2, 2.0×2. Diesel 1.6, 2.0×2.
Power (bhp): 123/148, 218/276. 118, 148/187.
Torque (lb/ft): Not stated
0-62mph (sec): 9.9/8.6, 7.0/5.8. 10.9, 8.8/8.0.
Top speed (mph): 119/137, 152/155. 128, 137/147.
Fuel economy (combined, mpg): 52.3/57.7, 45.6/39.8. 68.9, 68.9/68.9.
CO2 emissions (g/km): 125/115, 143/160. 108, 108/107.
Key rivals: Ford Mondeo, Vauxhall Insignia, Hyundai i40
Test Date: July 2015
All figures with hatch, manual gearbox where available

Jaguar XE review 2015

Andrew Charman
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0
Jaguar XE review 2015

What is it? Jaguar’s answer to the BMW 3 Series and the Audi A4.
Key features: Lightweight construction, efficiency, performance.
Our view: The Jaguar XE satisfies both your head and your heart like no previous Jaguar has ever done.

The launch of the new Jaguar XE saloon seems to have been one of the most drawn-out periods in recent automotive history. But after fashion-led unveils, technical descriptions and walkarounds, the car is at last arriving in showrooms and The Car Expert has driven it.

The hype is understandable – this is a very important car for Jaguar, the machine which the British manufacturer expects to take the fight to the premium fleet market’s biggest hitters, the BMW 3 Series and the Audi A4.

Yes, Jaguar has tried this before, and those with memories will immediately mention the X-Type – a car built between 2001 and 2009 and derided by many as far too like the Mondeo of Jaguar’s then owners Ford, but which actually did quite good business for the brand of the big cat…

The Jaguar of today is a very different company – a major success story under its now owners Tata, and a brand with a very focused direction. The XE is evidence of that.

According to Jaguar UK product planning manager Damian Lawton, the brand’s customers are looking for a credible alternative to what he describes as great German competition.

“We are a sports car company, we thought it right to go back into this segment with a true performance vehicle with a great breadth of capability,” Lawton says.

And the XE fulfils that criteria. Appearing not long after the much-revered F-Type, the car is according to Lawton for those who want to drive the sports car but cannot justify it in terms of practicality. “There is a lot more F-Type in the XE than one might think,” he says, and having driven both on the same day we see his point.

Jaguar’s design team were tasked with giving the XE an instantly recognisable look. Whereas the X-Type was innocuous, one will be left in no doubt as to what is approaching when an XE looms in the rear-view mirror.

We described the XE in detail back in December 2014, but a recap is appropriate. Visually the first noticeable point will likely be the new and bold grille, which like so much of this car’s visuals is scaleable – the next XF, shown to us at the XE drive event, very much looks like this car’s big sister.

The bonnet bulge, a Jaguar signature since the 1960s, remains, while there are LED headlamps with a daytime running light signature that is known as the ‘J plate’ and will run right across the Jaguar range.

In profile it’s even more impressive. The cab-rear layout, long bonnet and short overhangs combine to give a powerful impression, the minimalist detailing adding to the experience with the only obvious ‘jewellery’ a silver ‘power ingot’ on each side.

Even at the back the XE impresses, its pencil-thin LED lamps drawing ones eye’s out to the edges of what is one of the widest cars in the segment.

Slip inside, and the anticipation is enhanced. In premium German cars one accepts clinical efficiency, while the Jaguar’s cockpit layout suggests no less purpose but also oozes quality and personality, exemplified by the ‘Riva hoop’, the wood trim panel inspired by Italian speedboats, first seen in the XJ and running in a graceful curve around the base of the windscreen from one door aperture to the other.

Jaguar insists on the paradoxes of spacious surroundings but with a cockpit feel, and the instrument binnacle and steering wheel achieve this in proven fashion – proven because both are lifted straight from the F-Type.

The new XE is built around a scaleable architecture with a great deal of aluminium involved – it’s stiff, again to F-Type standards, but equally it is lightweight. And into this are fitted members of an all-new engine range, the modular, 24kg lighter and significantly more efficient units the first fruits of JLR’s Ingenium line coming out of the new plant at Wolverhampton.

There will be five engine options in all, a pair of 2.0-litre petrol units of 197 or 236bhp, the big 3.0 V6 petrol with 335bhp, and the two 2.0 diesels that the vast majority of customers will choose, with either 160 or 177 horsepower.

We tried both 2.0 petrols and the larger diesel, and they all meet the criteria of performance with refinement one expects from a Jaguar, but now with an extra. “In this sector the decision is always between head and heart,” Lawton says. “In Jaguar we’ve always ticked the boxes for heart, but struggled on head. Not with this car…”

That is shown clearly by the fact that combined with a six-speed manual gearbox, the smaller diesel will offer CO2 emissions of 99g/km, into supemini free road tax territory and alongside combined-cycle fuel economy of 75mpg – “the most fuel-efficient Jaguar ever.”

We weren’t able to try the 160bhp engine but its slightly bigger sister impresses enough for both. It is smooth enough to be almost indistinguishable from the petrol versions. Only at the top of the rev range does it become significiantly audible and that doesn’t matter because there is so much lowdown torque you’ll seldom rev it too hard.

The XE has a chassis to match – the recipe is a double-wishbone front end and integral rear, again F-Type inspired, again key to performance, and progress through a challenging series of corners that should not be as enjoyable in a saloon. Electronic aids help this, notably the ‘torque vectoring by braking’, a sports car-esque system to pull the XE around corners and offered as standard in every variant.

It’s also worth mentioning the All-Surface Progress Control, a segment-unique system that removes the fear of wintery conditions that traditionally make rear-wheel-drive cars not so much fun. It’s effectively a tweaked version of sister brand Land Rover’s Terrain Response system, and ensures this car will always keep its grip, whatever the weather.

Jaguar has worked very hard on the value proposition of the XE to help keep that head decision in focus, and in a whole range of areas, from ensuring this is the aerodynamically slipperiest Jaguar yet, to adding lots of standard active safety kit, such as the autonomous emergency braking that comes fitted to every car.

The general equipment is tempting too, including an all-new infotainment system with an app-controlled remote facility that can perform functions varying from locking the car while the owner is in a different country to using Google Maps to direct them to where they left it parked, even across a busy city.

XE prices start from £26,995, the diesel versions from £29,775. The 22E insurance rating for the 163PS diesel is at launch nine groups better than an equivalent BMW, while Jaguar also claims class-leading figures for benefit-in-kind tax and residual values, which after three years can be £3,000 to £4,000 better than the competition. And one should not forget that these days Jaguar is one of the most reliable brands on the market – streets ahead of its competition.

So the XE meets the head argument to a level no previous Jaguar has ever come close to, while in terms of heart there is nothing to match it. Game changer? Most certainly – this reviewer ended his test seriously considering a career change so he could have an XE as a company car…

Jaguar XE – key specifications

Model Tested: Jaguar XE 2.0 i4 180PS, 200PS, 240PS.
On Sale: July 2015
Range price: £26,990-£44,865
Insurance group: 22E-35E
Engines: Diesel 2.0 x 2. Petrol 2.0 x 2, 3.0.
Power (bhp): 160/177. 197/236, 335.
Torque (lb/ft): 280/316. 206/250, 332.
0-60mph (sec): 7.7*/7.4*. 7.1/6.4, 4.9.
Top speed (mph): 141/142. 147/155, 155.
Fuel economy (combined, mpg): 71.7*/67.3*. 37.7/37.7, 34.9.
CO2 emissions (g/km): 104*/109*. 179/179, 194.
Key rivals: Audi A4, BMW 3 Series, Mercedes-Benz C-Class.
Test Date: July 2015
* = with auto gearbox

DS 5 review 2015

Andrew Charman
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DS 5 review 2015

What is it? Revamp marking launch of Citroën’s standalone premium brand.
Key features: Bespoke styling, upmarket interior, improved engines/chassis.
Our view: While the DS 5 is well equipped and put together, you still can’t quite convince yourself that it is no longer a Citroën.

The arrival of the DS 5 may at first glance seem nothing more than a refresh of a model first launched in 2012, but the big story about this model is not the car but its badge.

Nowhere does the word Citroën feature in the latest member of the DS line-up – not on the car, or in the literature.

The DS 5 is both the pioneer, and the standard bearer for Citroën’s plans for DS, now spun off on its own to be a premium sibling to the mainstream brand. Citroën dealers are already being obliged to set up separate DS sales areas or ‘zones’ in their showrooms while some have gone a step further and built bespoke facilities for DS, pre-guessing the plans of the brand itself which foresees the rise of DS ‘Stores’ in high-profile locations.

The aim, according to spokesman John Handcock, is to revive a tradition of premium vehicles in the French motor industry, harking back to the first DS that launched to surprise and then acclaim at the 1955 Paris Motor Show – it was a car both upmarket and technologically significantly ahead of its time.

And DS will be a big part of parent group PSA’s future plans – by 2020 those DS Stores are expected to be showing off six new DS models quite apart from the DS 3 and DS 4 that have already appeared in recent times, wearing DS badges alongside Citroën ones.

So how does the new DS 5 differ from both its predecessor and smaller siblings? Firstly it gets the new family look most obvious up front where the face is more dominant. The grille stands more vertically, it has the new DS emblem and a ‘DS wings’ design signature stretching out to the headlamps and finished in chrome, its look harking back to that 1955 car.

In profile the front quarters are no less striking, thanks to the chrome bars, dubbed sabres by the designers, that run along the bonnet edges from headlamp to windscreen base.

Being a premium-pitched car, the DS 5 includes LED headlamps with a bespoke signature to the daytime running lights, along with the scrolling LED indicators first seen on the DS 3 – these will be a DS staple.

Inside demonstrates clearly the effort that has gone into trying to convince buyers that a DS is equally as worthy of consideration as an Audi or a BMW. So there are three different leather options, topped by a semi-aniline hide that previously has been considered too good for use in cars. It can be specified in a ‘watch strap’ style, which is both striking and apparently popular, one in five pre-orders including it.

More basic considerations have not been forgotten and the dash is worthy of note. A complete redesign sees a great many functions entrusted to a new seven-inch touchscreen, which is quite easy to use and perhaps more importantly removes 12 buttons from the dash, giving it a cleaner, more stylish look.

One petrol, three diesel and a hybrid comprise the DS 5 launch engine line-up, and this will soon be extended by a high-powered 206bhp petrol unit. But this will make very little dent in the DS market, which is expected to be some 96% diesel, and 80% fleet buyers.

All the engines are, according to DS personnel, significantly improved over previous offerings. They all meet Euro-6 emissions requirements, and their CO2 ratings are better by up to 28%. Best of all, if one discounts the hybrid, is the 118bhp diesel, which offers combined cycle fuel economy of 70.6mpg and CO2 emissions of a mere 104g/km, which of course means useful savings in running costs.

During the launch event around Farnborough in Hampshire, The Car Expert reflected the likely sales performance with tests of the 118 and 147bhp diesels – the latter expected to account for the most DS sales. And in the few occasions that typically cluttered south-east roads allowed us to properly test the acceleration, they both came up to the mark, appearing eager but refined, travelling at motorway speeds in suitably hushed tones.

The pre-facelift DS 5 was criticised for its harsh-feeling suspension, and the designers appear to have taken note. The secret to what is a much more compliant ride are we are told pre-loaded linear valve dampers. But while much improved, the handling characteristics of the DS 5 do not feel particularly sporty, and the premium rivals it is aiming at do just that – while their performance credentials are hardly ever tested, they do always feel as if they could produce if required.

Which possibly sums up the problem the DS 5, and by implication the DS programme, has. While it is well equipped and very well put together, you still can’t quite convince yourself that it is no longer a Citroën. The DS 5 feels like a top-specification Citroën model. For DS to establish its image, it really needs an all-new model, one for which its mainstream parent really has no equivalent.

DS 5 – key specifications

Models tested: DS 5 Blue HDi 120 and 150PS S&S 6-spd Manual
On sale: July 2015.
Range price: £25,980-£34,890.
Insurance groups: TBC.
Engines: Petrol 1.6. Diesel 1.6, 2.0×2. Hybrid 2.0
Power (bhp): 162. 118, 148/177. 197.
Torque (lb/ft): 177. 221, 273/295. 221.
0-62mph (sec): 10.4. 12.7, 10.6/9.9. 9.3.
Top speed (mph): 126. 119, 127/137. 131.
Fuel economy (combined, mpg): 47.9. 70.6, 68.9/64.2. 72.4.
CO2 emissions (g/km): 136. 104, 105/114. 103.
Key rivals: Audi A4, BMW 3 Series, Volvo S80.
Test Date: July 2015

Car finance jargon confuses UK drivers

Stuart Masson
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5
Car finance jargon confuses UK drivers

Despite over three-quarters of new car sales being financed through manufacturer and dealer finance agreements, it is disturbing how few people really understand what they are signing up to.

Here at The Car Expert, our articles on car finance are by far the most popular pieces on the website. They also generate far more comments, questions and debate than most other topics. But new research provided to The Car Expert by BMW Financial Services UK reveals the true level of confusion experienced by British car buyers.

Normally I tend to steer clear of manufacturer-sourced data in press releases, but the BMW findings, based on a survey of more than 1,000 car buyers across the UK, make for grim reading. Even allowing for any discrepancies in how the questions were asked and answers graded, the results are impossible to ignore. The infographic below highlights the main findings very neatly.

They also help to explain why so many people get themselves into trouble with their car finance payments, as a majority of buyers clearly don’t appreciate what they are committing themselves to when they sign a finance agreement. 

Luckily for you all, The Car Expert has a fantastic car finance glossary which explains all the key terms in plain English.

Four in five buyers can’t explain key finance products

The PCP (personal contract purchase) is the most popular finance instrument used for new car sales, yet BMW’s research found that an astonishing 88% of men and 75% of women surveyed could not explain what a PCP was.

The figures for personal contract hire (PCH), GAP insurance and Guaranteed Minimum Future Value (GMFV) were just as bad. In each case, fewer than 20% of car buyers could explain their meanings.

28% of car buyers (over a quarter) couldn’t explain any car finance terminology. Two thirds couldn’t explain what APR (annual percentage rate) means, despite it being a key indicator of how expensive their finance would be.

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Car dealers are terrible at explaining car finance products

The findings are a damning indictment on the whole car industry, and show very clearly that car dealers are terrible at explaining finance products to their customers.

Having worked in the industry for over a decade, I know first-hand that most car salesmen and Business Managers tend to gloss over many aspects of the finance products and head straight to the monthly payments.

And as long as dealer sales staff are paid hefty commissions on finance sales, this is not going to change.

You should also read this:

Buyers need to be more thorough

The other side of the coin is that car buyers need to be more attentive when considering the implications of buying a car on finance. Most buyers are only interested in the monthly figure, when they need to be considering the full implications of a finance contract.

Buyers need to demand a complete breakdown of finance offers and take the time to consider them properly. They should not be making decisions on the spot and under pressure from salespeople, but should instead go away and read the finance quotation in full and in private so they can understand everything they are committing to.

You should also read this:

BMW Financial Services says that it is pledging to simplify its finance offers, which is to be welcomed, but the process for selling finance packages also needs to change across the entire industry if customers are going to be treated with proper levels of fairness and transparency.

The Financial Conduct Authority’s mantra is ‘Treat Customers Fairly’, but they are going to have to crack down much harder on car dealers if this is ever going to be achieved.

Whilst it’s great for this website’s traffic that so many people are searching for explanations on how car finance works, it is not at all good for the welfare of this country’s car buyers. Tough action is needed.

Car finance jargon infographic

Mazda CX-3 review

Andrew Charman
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0
Mazda CX-3 review

What is it?
First serious Mazda entry in burgeoning B-segment crossover market.

Key features:
Distinctive looks, premium feel, sporty performance.

Our view:
The Mazda CX-3 boasts the right blend of practicality, sportiness and an upmarket feel in a distinctive package.

Mazda is on a major growth programme right now – the last couple of years have seen a host of new models from the Japanese brand, all boasting the combination of the ‘Kodo – soul in motion’ family design language and the SkyActiv powertrain and chassis technology that have made Mazda cars far more efficient.

Already this year we have seen a new Mazda2 and in August the much-awaited all-new MX-5 roadster will launch, but what the brand has not had up to now, and which it needs if Mazda is to again break the 50,000 UK sales a year barrier, is a contender in the currently hottest sector of all – B segment crossovers.

Enter the Mazda CX-3, a smaller sister to the CX-5 that has already proved a major success for the brand. While the CX-5 is Mazda’s answer to the Nissan Qashqai, the CX-3 will rival the Nissan Juke.

Mazda UK’s managing director Jeremy Thomson sees the CX-3 as a car to bring customers to the brand from a host of rivals, including he believes the German premium marques. “Customers are very segment loyal but they are not manufacturer loyal,” he says.

“The Vauxhall Mokka for example, only 13 per cent of owners would consider other Vauxhall models, so you have to have a compelling model to retain your existing customers while appealing to the conquest element.”

This he believes he has in the CX-3, which is built on the underpinnings of the Mazda2 supermini. “There are two types of B SUV, those that are coupe orientated and the much taller SUV type. We are in the former group – our car has a long bonnet, with sporty, sharp looks, but in dimensions similar to its rivals.”

The CX-3 certainly does present a distinctive stance, the Kodo family style instantly recognisable in the front-end treatment, the wraparound windows and ‘flying’ roof. And this according to Thomson appeals to Mazda buyers who traditionally do not want to follow the crowd in their choice of vehicle.

It certainly looks a lot more sporty, a lot less big SUV than rivals, but once you slip behind the driving seat you still feel as if you are sitting in a high-up, commanding driving position.

The dash will be familiar to those who have sat in a Mazda2, which is no bad thing because it is a very effective environment – the right amount of controls, easy to reach in a sensible layout.

And in similar form to the 2, the standout impression of the CX-3 cabin is quality. Thomson makes no secret of the fact that he expects the car to appeal to a premium audience – its price reflects that, significantly more than perceived rivals such as the Renault Captur or the segment-busting Nissan Juke. And it shows in the car – leather and chrome detailing abounds in an interior that feels distinctly plush.

In terms of space, front-seat passengers will have no worries, there is plenty. The coupe style and the fact that this is based on a supemini floorpan, if longer, wider and taller in its overall dimenions, does translate to a rather more cosy rear, while boot space, at 350 litres (extendable to 1,260 with the rear seats folded) is adequate rather than generous.

Much has been written about Mazda’s SkyActiv technology, which has taken a different stance to achieving the right balance of performance, economy and emissions. In the CX-3 it is expressed in three different engines – a 2-litre petrol in 119 or 147bhp variants, and a 1.5-litre diesel with 104bhp. All but the smaller petrol are available in front or all-wheel drive, and all but the larger diesel are also offered with an auto gearbox alongside the six-speed manual.

The Car Expert tried out the 119bhp petrol and the diesel, both in front-wheel-drive form. Both are competent units, with the eco credentials that are essential in todays market, but it is the petrol engine that impresses the most. It’s an eager unit that suits the CX-3 image of a sporty crossover. Against it the diesel feels a little more course, a little more laboured.

This is greatly aided by a highly responsive chassis. The CX-3 holds the road really well, staying upright through bends despite its high shell and gripping with confidence, though the slighlty firm ride does make itself felt in the cabin on less than smooth road surfaces.

The CX-3 launches in three trim levels, SE, SE-L and Sport Nav (the first two also offering Nav options), and at prices ranging from £17,595 to £24,695. Highlights of the standard equipment on entry-level models include 16-inch alloy wheels, a rear roof spoiler, power-folding mirrors, see-me-home headlamps, manual air conditioning, a seven-inch touchscreen-based multimedia system that includes a DAB radio and app integration, cruise control with a speed limiter.

Move up the range and extra niceties are added such as parking sensors on mid-range models and a reversing camera on the top Sport mode, heated front seats, auto wipers and lights, and perhaps most impressively the Active Driving Display, a very effective head-up display in front of the driver.

Overall, the Mazda CX-3 ticks plenty of boxes. It boasts the right blend of praticality, sportiness and an upmarket feel, in a package that is usefully distinctive in a market rapidly becoming congested. It should do well.

Mazda CX-3 – key specifications

Models tested: Mazda CX-3 2.0-litre 120hp 2WD Sport Nav, 1.5 105ps 2WD SE-L Nav
On sale: June 2015.
Range price: £17,595-£24,695.
Insurance group: 13E-19E
Engines: Petrol 2.0 x 2, Diesel 1.5.
Power (bhp): 119/147, 104.
Torque (lb/ft): 150/150, 199.
0-62mph (sec): 9.0*/8.7, 10.1*.
Top speed (mph): 119*/124, 110*.
Fuel economy (combined, mpg): 47.9*/44.1, 70.6*.
CO2 emissions (g/km): 137*/150, 105*.
Key rivals: Vauxhall Mokka, Renault Captur, Nissan Juke.
Test Date: June 2015.
* With manual gearbox

Volvo XC90 tested on UK roads

Andrew Charman
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Volvo XC90 tested on UK roads

What is it?
All-new version of premium Volvo XC90 SUV

Key features
Higher quality, more safety, more tech

Our view
The second-generation Volvo XC90 is a major step forward and Volvo’s best weapon yet in establishing the brand as a true premium manufacturer.

Volvo claims that when launched in 2002 the XC90 revolutionised the SUV market, and the model has certainly been a major success.

It has sold 636,000 globally, 55,000 in the UK alone, and is a luxury SUV that has become a signature model for the Swedish brand – in fact, some think that Volvo is the XC90 and nothing else.

All of which makes replacing it an even bigger challenge. The market is now far more congested, with big hitters such as the Audi Q7 and BMW X5 regarded as prime rivals – because the XC90 is the one Volvo that really competes on level terms with the established German premium brands.

This can be seen in the level of XC90 pre-orders, which numbered 36,000 across the world before the new car launched, including 3,500 in the UK. Clearly, customers are expecting something special.

They will not be disappointed – the new XC90 is not only thoroughly competent but impressive in all areas – from the looks, through the sumptuous interior, to the latest versions of Volvo’s revolutionary Drive-E engines, the impressive tech and of course the safety levels the brand is renowned for.

The new XC90 is both the first model built on Volvo’s new ‘Scaleable Product Architecture’ (SPA) platform and the first to employ the brand’s latest in-house created design language – many dub it Volvo’s first ‘entirely Volvo’ car.

And it is perhaps this that surprises slightly, because while these days Volvo is setting standards in most areas, it is still not the first brand most would mention when looking for examples of design.

Yet the new XC90 looks both purposeful and muscular, with notable detailing right down to the sculpted tail lights and the ‘Thor hammer’ symbols in the daytime running lights.

Slip inside and it just gets better. Fit and finish is exemplary, as good as anything the established premium brands can offer, but what immediately stands out is the centre console, where clearly the designers have refused to follow the herd and instead looked to see if there was a better way.

That ‘better’ way involves turning the centre touchscreen (nine-inch in the entry-level Momentum versions, 12 inches in the upper Inscription trim) through 90 degrees. The vertical format will be familiar to anyone who uses a tablet such as an iPad, and on it the four main control functions are tiled – using it soon becomes second nature.

The touchscreen combines with technology advances such as a head-up display to both simplify the dash layout – there are only eight actual buttons – and make it more attractive, while the rest of the interior maintains the standard.

The new XC90 is larger than its predecessor – the length extended by 143mm to 4950mm, the width up by 28mm to 2140mm, while a combination of the new platform and a four-cylinder only powertrain line-up means a smaller engine bay, shorter overhangs and more interior space. This is one seven-seat SUV in which fully-grown adults can really be comfortable in the back row.

Much has been written on The Car Expert about Volvo’s drive-E engine range and the XC90 takes full advantage. At launch, the options are a diesel D5 unit of 221bhp and a 315bhp T6 petrol, but before long they will be joined by the T8 Twin Engine petrol-electric plug-in hybrid.

This will be a truly impressive powerplant – it mates a 313bhp petrol engine with an 81bhp electric motor, the combined output 394bhp. This produces a sub six-second 0-62mph time, official fuel economy of 112.9mpg and CO2 emissions of under 60g/km – all in a large, all-wheel-drive, SUV.

But that is in the future and both the existing engines are plenty good enough. On paper the spec is encouraging. The D5 twin-turbo diesel will account for three quarters of all UK sales. It’s almost half a litre smaller than the 2.4 unit in the previous XC90, yet offers 11 more horsepower while CO2 emissions are slashed from 215g/km to 149g/km.

The petrol alternative is equally impressive – 10bhp more than the last V8 petrol engine in an XC90, but with emissions almost halved. The only oddity is the somewhat high-pitched engine note from the four-cylinder unit – but it’s hardly intrusive.

More importantly, both engines offer the combination of potency and refinement that is an essential if the XC90 is to seriously challenge the premium German rivals. The diesel perhaps could be a little more punchy in the mid range, but it will more than satisfy typical XC90 owners.

The Volvo XC90 might be a full-time all-wheel-drive vehicle but it has been designed with the view that it will spend most of its time on the tarmac, and thus it produces a highly competent on-the-road performance, as was proved during the launch test around challenging Pennine moorland roads.

Ride quality is impeccable – it glides along in comfort and the suspension does a grand job of cushioning any bumps and potholes before they reach the cabin. Push the car with pace through a challenging set of corners and there will be some body roll, but notinh alarming and accompanied by stupendous grip levels.

The XC90 goes on sale initially in two newly designated trims, Momentum and Inscription – a more upmarket R-Design specification will follow three months later. Even the entry-level standard equipment list is impressive, including Sensus navigation (with internet access, traffic information and free lifetime updates), the nine-inch central touchscreen, LED Active Bending Headlights, Volvo’s On Call help system, ‘CleanZone’ air quality, hands-free tailgate opening, Keyless Entry and Drive, leather upholstery, a powered driver’s seat, auto-dimming interior and exterior mirrors and a DAB radio.

Not surprisingly the XC90 has an impressive suite of safety technology, its makers dubbing the car the safest Volvo ever built. Fitted as standard is the raft of City Safety technologies, including autonomous emergency braking, pedestrian and cyclist detection and front collision warning, all of which will now keep on working after dark.

Safety also forms an extensive part of the options list, with Lane Keeping Aid, Driver Alert Control, Blind Spot Information System, Cross Traffic Alert and Rear Collision Mitigation all on offer, along with two new systems dubbed world first by Volvo.

Run off-road protection detects when the car has inadvertently left the road and automatically tightens the front safety belts. The front seats also have an absorption unit built into the frame which reduces vertical forces by up to one-third and cuts the likelihood of spinal injuries.

Auto brake at junctions will brake the XC90 if the driver inadvertently turns in front of an oncoming car – common at urban junctions and on dual carriageways.

Other options will major on the lifestyle elements of the car, including two bdy styling kits majoring on whether the particular XC90 lives a more ‘urban’ or ‘rugged’ life.

The second-generation XC90 is a major step forward and Volvo’s best weapon yet in establishing the brand as a true premium manufacturer. Any niggles are minor – the car is seriously impressive in all areas and rivals should take serious note of it.

Volvo XC90 – key specifications

Model Tested: Volvo XC90 D5 Inscription
On Sale: June 2015
Range price: £45,750 – £63,705
Insurance group: From 33E
Engines: 2.0 diesel, 2.0 petrol, 2.0 hybrid
Power (bhp): 221, 315, 407
Torque (lb/ft): 345, 295, 295
0-62mph (sec): 7.8, 6.5, 5.6
Top speed (mph): 137, 143, 140
Fuel economy (combined, mpg): 49.6, 36.7, 134.5
CO2 emissions (g/km): 149*, 179*, 49*
Key rivals: Audi Q7, BMW X5, Land Rover Discovery
Test Date: June 2015
* = entry-level models

UK motor industry sets records

Andrew Charman
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0

Turnover in the UK automotive industry hit a record £69.5 billion in 2014, according to new figures released by the Society of Motor Manufacturers and Traders (SMMT).

The SMMT’s 16th annual Sustainability Report confirms the sector is breaking new records, and increasing its importance and influence in the global business market.

Manufacturing output, vehicle sales, jobs and export values all grew, during the year while the environmental impact from vehicle production has been reduced dramatically.

Increasing demand for new vehicles had its effect on manufacturing output, with almost 1.6 million vehicles built in 2014. Car production alone grew to 1.53 million units – the highest level since 2007 – with an increasing number of vehicles built for the domestic new car market, which itself grew 9.3 per cent to reach 2.48 million registrations last year.

On current trends, UK car output is expected to reach an all-time record level of 1.95 million vehicles in the next two years.

Meanwhile, investment in more efficient, high-tech manufacturing processes has led to huge gains in productivity. In each of the five years to 2014, an average of 11.5 vehicles were produced for every person employed in the industry, compared with 9.3 vehicles for the period from 2005 to 2009.

The SMMT is also pointing out the sector’s highly positive environmental performance. Despite greater production volumes, environmental impact has been significantly reduced.

Total waste to landfill from all automotive production fell by more than a quarter (26.3 per cent) in 2014, and has dropped an exceptional 92.3 per cent since 2000. Meanwhile, water and energy use fell by 10.7 per cent and 10.4 per cent respectively, and CO2 emissions per vehicle produced fell by five per cent compared with 2013.

The industry has also made considerable improvements to its already outstanding safety record with the number of workplace incidents per 1,000 employees falling to an all-time low of 2.2 – down 83.9 per cent on 2002 when this data was first collected.

SMMT Chief Executive Mike Hawes believes the UK automotive industry can be proud of its achievements as it continues to set new standards.

“The sector is delivering growth in volumes, turnover and employment, while reducing its environmental impact,” Hawes says.

But he also cautions Government to ensure the sector receives the support it needs going forward; “Continuing to expand in a fiercely competitive global market is a major challenge and will depend on a supportive economic and regulatory environment which promotes investment to foster innovation and continuing productivity improvements.”

Large investments being committed to new and expanded production facilities in the UK saw an additional 27,000 jobs created in 2014 – a 3.5 per cent increase on the previous year.

The number of people employed in automotive (including manufacturing and retail) now stands at 799,000, with the average worker responsible for generating £440,000 in turnover for the sector.

Employee training, meanwhile is up by more than a third (35.2 per cent) and some 500 new apprentices and trainees taken on by the sector last year.

International demand for British-made vehicles also continues to increase with total export value rising 1.8 per cent to £34.6 billion – a staggering 103.8 per cent uplift since 2000. It adds up to a considerable increase in the industry’s direct contribution to the British economy, rising 6.2 per cent to £15.5 billion last year.

The SMMT believes that the figures are further evidence of UK automotive’s renaissance, as the sector continues to innovate and invest huge sums in research and development to meet ever-stricter targets on CO2 emissions and air quality, and capitalise on the latest major trends in the global sector, such as connectivity and intelligent mobility.

Bentley gets closer to unveiling SUV

Andrew Charman
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Bentley gets closer to unveiling SUV

Bentley’s much-awaited SUV, the Bentayga, is expected to be unveiled at the Frankfurt Motor Show in September but meanwhile prototypes are out testing in steadily less camouflage.

The Crewe-UK based luxury brand has been adding to the anticipation with a series of teaser videos, giving glimpses of the interior, emphasising the off-road capabilities with a short film showing a Bentayga climbing a massive desert sand dune, and most recently cold-weather testing in Sweden.

While the videos maintain some distance from the car so as not to reveal the final shape of the production Bentayga, it is clear from both the films and cars with less and less cladding spotted in general testing that the SUV is very different from the original EXP 9F concept that was shown and roundly derided at the 2012 Geneva Motor Show.

Bentley is also yet to give any figures for the Bentayga, so far having only said that it will have in excess of 542bhp and 519lbft of torque, a sub five-second 0-62mph time, and a top speed of more than 170mph – it is notable that the speedometer in the teaser video is rated to 200mph.

The Bentayga will be built on a new line at the Crewe works and Bentley is said to already have more than 4,000 serious expressions of interest in the car from customers. The brand is also believed to be considering producing a smaller sister to the model.

Honda Civic Type R review (2015-2017)

Andrew Charman
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2
Honda Civic Type R review (2015-2017)

What is it? All-new version of Honda’s signature Civic Type R hot hatch.
Key features: Most power yet, advanced chassis tech, extreme body style.
Our view: Based on a first drive, the new Civic Type R is a very worthy wearer of the famed Honda red badge, and a car that enthusiasts will love – on the road and very definitely on the track.

The image of the Honda Civic Type R is neatly summed up by the venues for its media launch events, of which this writer has attended three – missing out on the launch of the initial model in 1997.

To try out the 2001 version we went to the Isle of Man, with the mountain section of the TT motorcycle race course closed to the public so we could exploit the power of the Type R to the full. Then in 2007 it was a trip to Goodwood, driving Type Rs up the famed Festival of Speed hillclimb.

That Type R was discontinued in 2010, and enthusiasts have been waiting for a new one ever since. Finally it’s here, it’s the most powerful yet, and the reason why The Car Expert finds itself at a brand new world championship standard race circuit in Slovakia.

Honda proudly describes the Type R as “a race car for the road” and it is the model that most highlights the competition ethos that has been so central to the brand and its founder Soichiro Honda – something forgotten by the many who scoff at the ‘more mature drivers’ reputation around models such as the Jazz.

The new Type R certainly fulfils that aim. Honda says that it signals the start of a new performance era for the brand, which is why it gets the model’s most extreme engine yet, and one that for the first time is turbocharged.

It is an all-new direct-injection petrol unit of 2.0-litre capacity, with a 7,000rpm red line – actually quite low by previous naturally-aspirated Honda engine standards. Before reaching that red line it will be pumping out record Type R performance figures of 305bhp and 295lbft of torque.

Such potency makes the Type R a rapid hot hatch, the 0-62mph sprint dispatched in 5.7 seconds and terminal speed rated at 167mph – no arbitrary electronic anchors at 155mph here. But while not so long ago such attractive performance would have been accompanied by truly painful efficiency figures, the 38.7mpg combined cycle fuel economy and Euro 6 emissions compliance, producing CO2 figures of 170g/km, is impressive.

The power needs a chassis to match and the Type R has spawned new suspension systems specially developed for it. Adaptive dampers operate on all four wheels, making changes at rates of 1/500th second dependent on the car’s status, and also acting to limit front-end lift during hard acceleration and nose dive when braking.

The redesigned front suspension, dubbed Dual Axis Strut, separates steering and roadholding functions for more precise control and aids high-speed straight-line stability, while the driveshafts are balanced to cut torque steer, always a front-wheel drive issue.

A typical example of the attention to detail is in the rear suspension. The stock Civic torsion beam unit is made from a solid block – the Type R’s H-shaped unit is formed from crushed pipes which boosts rear roll rigidity by 177 per cent and removes the need for a rear anti-roll bar, thus saving weight.

The car of course looks the part, though the designers insist the extreme body style, already familiar to those who have followed the Honda team in this year’s British and World Touring Car Championships, is about more than cosmetic enhancement – in fact the aerodynamics are said to have been directly inspired by the World Touring Car Championship.

With the aim of generating downforce or ‘negative lift’, the car gets a wide front bumper and splitter, the air that gets beyond that being channelled by deep side skirts along a flat underside and into a rear diffuser. This keeps the rear of the car on the ground aided by the rear spoiler, which has an equally important task of not generating too much drag.

The upper and lower front grilles are larger, to accommodate the extra cooling air required by the engine, and this air is vented through the bonnet beyond the front wheels. These wheels are new, lightweight but rigid 19-inch alloys and sit within arch extensions constructed in lightweight aluminium, the fronts bearing vents for brake heat on their rears.

An ordinary Civic this certainly is not – it certainly looks the part, and the impression continues on slipping into the driver’s seat, high-backed and bespoke to the Type R as are the steering wheel and gear lever. The seat is also lower, thanks to a thinner construction, while there is space for just two occupants on the rear bench seat. A theme of black with red stitching pervades throughout.

All good on paper, but does it meet the brief in reality? Very much so. And firstly, after so much talk of a competition-based car, it should be emphasised that the Type-R is perfectly usable on the road, as Honda demonstrated on the launch with a road route that started and finished in the busy city of Bratislava.

The Civic Type R can be perfectly refined on the road – it inches along in city traffic with no hint of its potency (well apart from the not so subtle styling of course). Once out on the open road it will cruise happily, if quite noisily thanks to the performance-tuned exhaust, while the ride is firm but not achingly so. It’s practical too – the boot space is no different to any other Civic, the rear seats still fold down, so yes, you can live with this car as a daily driver.

It is, however, so much more, and the reason that the launch event included several laps around the SlovakiaRing, a highly-testing 3.7-mile race circuit that was due to host the Civics in the World Touring Car Championship just three weeks after our test.

Honda expects many Civic Type R owners to be taking their cars on the track, and the centre console display even includes the useful competition-based extras of G meter, various pressures and temperatures and a lap timer.

To access these, you need to press a button on the edge of the dash marked +R. The digital display changes from white to a neon red, but more importantly engine responsiveness sharpens, the torque-mapping becoming more aggressive and performance-focused unleashing more pulling power at lower engine speeds.

The steering is heavier and tighter, the rating of the Adaptive Damper System stiffens by 30 per cent and the Vehicle Stability Assist programme majors on pace.

All of which makes the Type R a hugely enjoyable car to take around a track, with as much control, or potential, as the skill of the pilot requires. It’s very placeable, and equally forgiving, as this writer found when a damp track forced the back to step out around a hairpin, easily and rapidly straightened with a flick of the wheel.

The final opinion on the Civic Type R will of course await a UK-spec car on UK roads, and the argument as to whether it is better than its VW and Renault rivals will continue – as will the question of its price tag, which is under £30,000 just, unless you choose the higher-spec GT version.

Based on the first drive, however, this is a very worthy wearer of the famed Honda red badge, and a car that enthusiasts will love – on the road and very definitely on the track.

Honda Civic Type R – key specifications

Model Tested: Honda Civic Type R
On Sale: July 2015
Range price: £29,995 – £32,295
Insurance group: 33E
Engines: Petrol 2.0
Power (bhp): 305
Torque (lb/ft): 295
0-62mph (sec): 5.7
Top speed (mph): 167.8
Fuel economy (combined, mpg): 38.7
CO2 emissions (g/km): 170
Key rivals: Volkswagen Golf R, RenaultSport Megane RS
Test Date: June 2015

Honda works racing driver Gabriele Tarquini has also been testing the track ability of the Type R.

Vauxhall Viva review

Andrew Charman
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Vauxhall Viva review

What is it? The new Vauxhall Viva is a small car for the masses.
Key features: Economy, practicality, high spec for price.
Our view: Will get from A to B very well, while providing Vauxhall with a bigger slice of the small car market

It was in 1963 that Vauxhall first released its Viva, a small car designed to appeal primarily for its practicality and durability. The last one, which went out of production in 1979, was the final car designed solely by Vauxhall as a British company, before the Opel conglomerate took over.

Now the Vauxhall Viva is back, stretching the company’s small car range to three alongside the larger Corsa and the lifestyle-pitched ADAM, and designed very much along similar lines to that 1963 original.

This is designed to be a no-nonsense small car that will be very easy to live with, and thoroughly practical – it won’t be writing any headlines for distinctive looks and potent performance, but then again that’s not what the clientele it’s aimed at will want.

It is no surprise Vauxhall is pouring a lot of resource into this sector – the A, or ‘city-car’ segment is growing remorselessly, now worth 10% of all cars sold in the UK, and Vauxhall believes the Viva gives it a choice of models unrivalled in the sector – especially as it is a five-door.

Viva’s will be mainly bought by a much more conservative audience than the Adam and to an extent the Corsa, though Vauxhall also expects to gain a reasonable number of young buyers, put in the Viva as a first car by their parents.

So the watchwords are that this car will be functional, conservative and value for money, but with some smart appeal too. And the first attraction will be the price – the Viva starts at £7,995 and even the most expensive SL version comes in at under £10,000.

Visually it’s not unattractive – certainly a step above previous GM small car efforts such as the Agila and the Chevrolet Spark. And inside is a similar story – the surroundings are functional, well fitted without being plush. The SL model, of course, gets the better finishes, while the important instruments of the dash are where the driver would expect to see them.

Space is adequate for the sector – the car boasts five seats, but the 206-litre boot falls a bit behind its perceived rivals such as the Skoda Citigo.

The simple outlook continues with the engine line-up. There is just one, the 1.0 petrol unit already familiar from the Corsa and Adam line-ups, but we are told specially tuned for the Viva. In this retail buyer dominated segment, by the way, there is virtually no demand for diesel.

Matched to a five-speed manual gearbox, the engine offers up 74bhp, with 70lbft of torque. That’s enough to move the Viva along with competence, without adding any adrenalin and pushing up insurance groups.

From rest 62mph comes up in a pedestrian 13.1 seconds and it will go on where allowed to 106mph, while returning official combined cycle fuel economy of 62.8mpg – the ecoFlex variant due later in the year will stretch this figure to 65.7 while dropping the CO2 emissions into free road licence territory of 99g/km. Currently it’s 104g/km which is a free first year then £20 per annum, still very impressive when you consider this is a petrol engine.

The car is refined on the road, if needing every gear available to tackle steeper gradients, and the engine note becoming intrusive if taken out of the car’s natural urban environment and onto a motorway.

The traditional McPherson strut front/torsion bar rear suspension – tuned we are told especially for UK roads – keeps matters well under control, and even pushing on through corners – again not something likely to be tried by many Viva buyers – fails to unsettle the car.

Where the Vauxhall Viva is also likely to score is on its equipment. Every version, for example, includes cruise control with a speed limiter and a lane departure warning system, not so long ago unheard of in the city car segment.

Air conditioning is specified on all but entry-level cars, and by the time you get to the top SL variant it has become climate control and sits in a specification also containing such niceties as USB and Bluetooth connectivity.

The options list meanwhile includes rear parking sensors and Vauxhall’s Intellilink infotainment system, which is based around a seven-inch touchscreen and mates with the Apple Car Play and Android Auto systems, allowing one to use one’s favourite smartphone apps through the car. DAB radio is part of the package too.

Still to come is OnStar, the connectivity technology that will allow Viva drivers

to use a portfolio of services such as emergency services, roadside recovery and smartphone remote control.

OnStar-equipped Viva’s will also be Wi-Fi hotspots, enabling up to seven devices to be connected to the car network. The system will be standard on SL models and an option on SE from January 1016.

Motoring journalists such as this one struggle to write exciting things about the Vauxhall Viva, because it is not an exciting car – but then it is not meant to be. This is a car for travelling from A to B and back without fuss, usually within town and week in and week out. The Viva will do that very well, while providing its makers with a bigger slice of the small car market.

Vauxhall Viva – key specifications

Model tested: Vauxhall Viva 5-door 1.0-litre manual, SE/SL
On sale: Summer 2015
Range price: £7,995-£9,495
Insurance group: 3 (4 with a/c)
Engines: Petrol 1.0-litre
Power (bhp):  74
Torque (lb/ft):  70
0-62mph (sec): 13.1
Top speed (mph): 106
Fuel economy (combined, mpg): 62.8 (ecoFlex 65.7)
CO2 emissions (g/km): 104 (ecoFlex 99)
Key rivals: Hyundai i10, Toyota Aygo, Skoda Citigo
Test Date: May 2015

Volkswagen Golf GTE review

Andrew Charman
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0
Volkswagen Golf GTE review

What is it?
The Volkswagen Golf GTE is a sporty plug-in hybrid version of the best-selling Golf hatch.

Key features
Impressive pace with minimal emissions and major economy

Our view
The Volkswagen Golf GTE is a lot more sensible in the real world than the fully-electric e-Golf, and for a company car driver the tax savings will be very appealing.

All of a sudden, the plug-in hybrid is becoming commonplace. The concept of matching a petrol engine to an electric motor that, rather than being simply charged by said engine, is replenished by being plugged into the mains, has grown rapidly in popularity.

The appeal of a plug-in is, principally, that the technology results in previously unheard of official efficiency figures, while also removing the range-anxiety factor that comes with a full electric car. And such vehicles appear to appeal to the public – Mitsubishi, for example, has seen rocketing sales for its SUV variant, the Outlander PHEV (plug-in hybrid electric vehicle).

Now Volkswagen joins the party with the Golf GTE – not to be confused with its fully electric sister the e-Golf, and unlike that car available through every VW dealer.

According to VW, the Golf GTE combines elements of the e-Golf with the model line’s famed lead model, the GTI, evidence that this is regarded, at least by its maker, as much a performance model as an efficient one.

The basis is a 1.4 TSI petrol engine of 150hp, which is matched to an electric motor of 101 horses, built into the housing of the mandatory-fit DSG gearbox and giving combined power of 201bhp. The GTI, for comparison, puts out 217bhp.

As a result the plug-in hybrid is a reasonably swift machine, though not to GTI levels, its 0-62mph time of 7.6 seconds and a top speed of 138mph comparing to the 6.5 seconds and 151mph of its sporty sister.

However the GTE leaves the GTI standing in terms of economy and emissions. Official combined cycle fuel economy is an astonishing 166mpg – just 122 miles more than the GTI, and while such laboratory-produced figures will never be replicated in real-life motoring, this car will go a lot further on a gallon.

Combine this with CO2 emissions figures of a mere 39g/km (GTI 148g/km) and the GTE suddenly offers very real appeal to particularly company car drivers who want performance in their daily drive but would also like to save money – as well as the obvious savings in such areas as central London congestion charging, the car offers rock-bottom benefit-in-kind tax rates.

So on paper it all seems good, but what is it like in the metal? In many ways, no different to the mainstream Golf. It is only available as a five-door, with GTI styling but with all the red bits of the performance model, such as the accents on the grille and inside the seat stitching, changed to VW’s eco-signature blue.

The major practical difference to the general Golf line-up is a compromised bootspace due to the need to accommodate the electric motor battery – it loses 100 litres, offering with seats up 272 litres.

There are differences ahead of the driver – incorporated into the dash rev counter is a power meter that shows the charge level of the battery and whether or not the electric side of the car is being used. More detailed info is offered on the touchscreen of the centre console display.

The GTE offers five driving modes. In fully electric E-Mode with a completely charged battery it will travel up to 31 miles with zero emissions.

Hybrid auto is the ‘standard’ driving mode, the system deciding a combination of engine and electric power depending on driving situation and state of battery charge.

In Battery Hold the engine is employed on its own, the electric motor charge saved for specific use, for example in urban areas, while the TSI petrol unit is also employed if the battery needs a significant top up in Battery Charge mode – this proved very effective on the fairly short road route on the launch event.

Plug-in charging of an exhausted battery, by the way, takes three hours 45 minutes using domestic mains, or two hours 15 minutes from a wallbox – a big improvement on EV charging rates of even a couple of years ago.

The final driving mode is GTE, when the car does its best to replicate its famed sister, engine and motor working in tandem to produce the best combination of power and torque.

Now, it should be stated that despite the styling and the perceived close relationship the GTE is not an electric GTI. It doesn’t have the same potency either on paper or in perception when driving it, but equally, it’s not by any means a slouch. Acceleration is swift and enjoyable, and while it can’t replicate the precision cornering of the GTI it is nonetheless entertaining and a fun car to drive.

The Volkswagen Golf GTE is regarded as a top-range model, so it comes with plentiful equipment, including 18-inch alloy wheels, a touchscreen infotainment system with DAB radio and Bluetooth, and specific to the model a three-year subscription to the Car-Net app. This allows one to control such elements as the car’s interior heating or air con, as well as pre-setting battery charging, remotely from a smartphone.

So who should buy it? It costs £28,650, once the Government’s £5,000 plug-in car grant is deducted, so private buyers will likely find the £3,000 cheaper standard Golf TSI more attractive.

The Volkswagen Golf GTE is, however, a lot more sensible in the real world than the fully-electric e-Golf, and for a company car driver the tax savings will be very appealing than the similarly-priced Golf GTI, which may be faster but will also be significantly more expensive to run…

Volkswagen Golf GTE – key specifications

Model tested: Volkswagen Golf GTE 1.4 TSI 6-speed DSG 5-Door
On sale: April 2015
Range price: £28,035 (after £5,000 government grant)
Insurance group: TBA
Engines: 1.4TSI petrol plus electric motor
Power (bhp): 201 (total)
Torque (lb/ft): 258 (total)
0-62mph (sec): 7.6
Top speed (mph): 138
Fuel economy (combined, mpg): 166
CO2 emissions (g/km): 39
Key rivals: Audi A3 e-tron, Toyota Prius plug-in
Test date: April 2015

Is better driver education the key to improving road safety?

Stuart Masson
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Is better driver education the key to improving road safety?

More than a third of parents recently surveyed across the UK thought that driving tests should be delayed by three years, with the legal minimum driving age being raised to 20.

But the RAC begs to differ, with spokesman Simon Williams saying, “The suggestion that the legal age for taking a test should be put back three years is frankly unworkable.”

Instead, he calls for driver education to begin at a much younger age: “Driver education for young people should start before they have the chance to get behind the wheel… in other parts of the world that education starts in schools.”

The Association of British Insurers is right behind this, saying that changes could reduce the high casualty risk among young drivers and potentially lower car insurance premiums.

One option is the introduction of graduated driver licensing (GDL), which could include night-time driving and passenger restrictions, as well as vehicle power limits. A GDL system in Great Britain could potentially result in a reduction of hundreds of deaths and serious injuries a year.

Finland, acknowledged as having the toughest new driver tests in the world, takes the GDL approach. Young people are first taught road safety in the classroom.

When they then learn to drive, it takes at least two years to attain a full licence, as young drivers must first attend a driver training school where they learn about vehicle control (in good and bad weather conditions), safety and basic car maintenance.

They must also complete 20 theory lessons and 30 hours of practical driving – by comparison, on average, UK learners take just 52 hours of professional lessons before taking the practical test. When ready, Finnish drivers take two different driving tests – one in summer, one in the winter.

After all this, drivers still don’t qualify for a full licence until they’re 20 years old. Learning to drive in Finland is expensive, but perhaps it’s a small price to pay for greatly-reduced collision rates.

Driving school trafic cones

The Transport Research Laboratory (TRL) has recommended a driver education system similar to that of Sweden. It would comprise a one-year “learner stage”, beginning at 17, during which drivers would have to total at least 100 hours of daytime and 20 hours of night-time practice under supervision.

Learners can then take their test at 18 and, if they pass, will get a probationary licence. During the probationary period, drivers will have a curfew and under 30s will be banned from carrying any passengers also under 30.

Julie Townsend, of road safety charity Brake, said TRL’s advice was further recognition of the compelling case for graduated driver licensing. She urged the government to act “swiftly and decisively” to commit to the system to help reduce the danger young drivers posed to themselves and others.

While progress on such changes is slow – a promised green paper on young drivers is yet to materialise – the DVSA has recently announced that the practical driving exam is due to be overhauled as part of a series of major revisions to ensure that the test prepares motorists as fully as possible for their driving careers.

Potent Abarth 595 gets more power

Andrew Charman
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Potent Abarth 595 gets more power

The Abarth 595 Competizione range has undergone a raft of changes, with the most noticeable being a power increase from 160 to 180hp.

Combined with maximum torque of 184lbft from 2500rpm, the 595 Competizione completes the 0-62 mph sprint in 6.7 seconds and goes on to 140mph, while offering combined cycle fuel economy figures of 48.7mpg.

Meanwhile, the standard equipment list of the 595 Competizione now includes a Record Monza exhaust system, 17-inch alloy wheels with titanium finish, Brembo brake system, red brake callipers, leather sports steering wheel, Sabelt sports seats, Xenon headlamps, rear parking sensors and aluminium pedals.

On the options list are leather sports seats, electric glass sunroof, an audio system with four speakers and two tweeters and several alloy wheel, body colour and stripe kit choices.

The hatchback version of the car is already on sale and orders open later in May for a cabriolet version, both available with either a manual or MTA automatic gearbox. Standard colour for the new line-up, a no-cost option, is Officina red, replacing Campovolo Grey.

The Abarth 595 Competizione costs £19,890 or £21,190 with the MTA gearbox, while the cabriolet is priced at £21,890/£23,190.

Car leasing – where to start?

The Car Expert staff
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This article is brought to you by Kudos Vehicle Leasing.

So you’d like to lease a new vehicle? Well, hold on a minute before you go and put your foot on the accelerator. It’s important to be well educated on the ins and outs of leasing contracts, so you can be informed and confident you are getting the best deal possible. A car lease, though not an outright purchase, is a major financial decision.

Leasing options can vary from one company to another, and the contractual jargon can be complicated and confusing.  Before committing yourself, it is imperative to shop around and obtain quotes. Then take time to understand the details within each quote. When shopping around for a good lease there are a few key factors that should be looked at closely. These include mileage stipulations, maintenance agreements, interest rates and buy-out options, just to name a few.

To ensure you’re well informed when it comes to the time of leasing a vehicle, here are some key points to remember from Kudos Vehicle Leasing, a car and van leasing company in the North West UK:

Budget first

The very first step in preparing to sign a new lease should always be some personal accounting. Carefully go over your budget – income vs. expenses – to be sure what you can afford and set a reasonable, sensible budget for your new car.

Investigate the financial profile

Look carefully at all the financial details, including the payment schedule.  Standard lease agreements generally require three months of payments upon signing, with either 23, 35, 47 subsequent rental payments; depending on if it is a 2, 3 or 4 year term.

Be sure to look at the finance company that is funding the contract; use a reputable and reliable broker; and pay close attention to the information the company provides about the quality of the contract, the level of service that can be expected and amendment options.

Hidden costs and fees

Be certain to have all the facts and figures included in your quote, and take special note of any extra costs or hidden fees you may be incurring.  Make sure you enquire into any administration or delivery fees, new account charges, or any other expenses that may not be immediately obvious. These extras can seriously affect the bottom line in the lease cost and should be carefully considered.

Mileage on a leasing agreement

Pay extra close attention to any and all mileage stipulations associated with a potential lease.  Leases will allow for a total number of miles to be covered under the agreement, and everything above that is then at the driver’s expense.

Be very cautious when negotiating these details, as any use over and above the conditions in the contract can be quite expensive, and some companies have confusing two-tier systems for calculating their fees.

Read and re-read the fine print

Contracts need to cover a lot of details, and you want to be sure you’re not missing anything. So take the time to carefully read everything in the documents and take special note of the pertinent details.

Several key points will be laid out in these papers and it is important to take note, so you can compare details from one company to another.

Look in the fine print for information on things like:

  • Maintenance cover – The dealerships’ standard maintenance should cover all regular servicing, unlimited tyres, and all remedial work, even battery and exhaust coverage.  Accidental and impact damage is generally not covered, however.
  • Refurbishment costs – Vehicles are expected to be returned at the lease’s end within mileage and in good repair.  Some companies offer refurbishment allowances while others don’t, so be sure to know the details on how these costs are calculated.
  • Road fund allowance – This investigates whether the contract offers a road fund allowance and if it is included for the full term of the contract, as this is ideal.

Also check out The Car Expert’s Car Finance Glossary for more help in understanding leasing jargon.

Disclaimer

Most car finance agreements in the UK are regulated by the Financial Conduct Authority, and anyone involved in the selling of car finance must be accredited by the FCA. You should always consider the terms and conditions of any agreement carefully before taking out any form of car finance, as you are making a substantial ongoing commitment and there may be significant costs if you change your mind or are unable to meet your commitments at a later date.

Overtaking – how to do it safely

Stuart Masson
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Spend time on single-lanes road in the UK, and you will inevitably come up behind a slower-moving vehicle.  Whether it’s a learner driver, a heavy lorry struggling up a hill, an elderly woman on her way to church in her ancient Rover, or a tractor chugging along at a snail’s pace, there comes a time when you need to pull out and pass the car in front.

What you will also notice, if you spend time on single-lane roads anywhere in the world, is that a lot of drivers are really poor at overtaking slower vehicles.  Most seem to put absolutely no forethought into what they are doing, and simply put their foot down as they reach for the indicator and pull across the road all at the same time – and then often change their mind and have to swerve back again.

So, how should you go about overtaking another vehicle in front of you?  Firstly, switch your brain on and think about what you’re trying to achieve, then follow this process.

1.  Do I really need to overtake this car?

How many times have you seen a driver go charging past a slower car, only to then hit the brakes and leave the road at the next junction or petrol station a minute later?  That driver has literally saved nothing but a few seconds off their trip time, but has increased the risk for themselves and other road users, wasted fuel, added some extra wear to their brake pads and tyres, and generally looked like a fool.  All to save a few seconds.

If you know that you are going to be leaving the road shortly, do everyone a favour and stay behind the car in front.

2.  Plan your overtaking move

A successful and safe overtaking maneouvre requires plenty of space for you to speed up, cross lanes, pass the car in front, cross back over and return to your normal speed.  So you need a fairly long stretch of straight road to do the job properly.  Trying to pass another car on a road with limited space and visibility is a potential disaster.

You also need to factor in your own car’s performance.  If you don’t have a very powerful motor, or you are loaded up with passengers and luggage, or the road is uphill or into a headwind, then you are going to need more space to get up to speed and overtake safely.

Look ahead of the car you intend to overtake – is there another car in front of it, and if so, is there enough room for you to safely pull back in between them?  You should never try to overtake two or more cars in one go, regardless of how good you think you might be!

Also make sure you look at the line markings – solid lines banning overtaking are always there for a reason, even if it’s not obvious.  There may well be a hidden danger you can’t see from a distance, such as a crest or hidden driveway, so the line markings must be respected at all times.  If you can’t complete the overtaking manouevre before the lines change, it’s not on.

3.  Getting ready to overtake

There is no point trying to overtake the car in front if you are jammed up behind it with no ability to accelerate to a speed faster than he/she is going before you pull out.  If you pull out now, you are sitting on the wrong side of the road and going no faster than the car in front.  You need to drop back to allow yourself plenty of space for your ‘run-up’ before pulling across to the opposite side of the road.

Keep an eye on your rear view mirrors – if a car behind sees you dropping back then they may try to pass you while you’re getting ready to pass the car in front, which could be disastrous.  As you drop back, start indicating so that anyone following you can see that you are about to start your overtaking move.  Don’t leave your indication until you’ve already started – remember “mirror, signal, manouevre” in that order.  Give the car behind you a clear idea of what you’re doing, rather than making them guess.  If the car in front of you is paying attention, they will also realise that you are about to come past and will hopefully be cooperative.

4.  Start your overtaking move

You’ve checked that the road is safe for overtaking, you’ve dropped back from the car in front and you’ve indicated that you’re changing lanes, so it’s time to get on with it.

Keep checking the road ahead as you go, as well as your rear view mirror.  If you spot an oncoming car, or there is someone behind you trying to overtake you as you go to overtake the car in front, you need to be able to bail out of your manouevre and get safely back onto the correct side of the road.

Be decisive and accelerate firmly while still in your lane.  There is no point trying to pass the car in front if you’re only doing 1mph more than him – the less time you spend on the opposite side of the road, the better.  Build up your speed and steer smoothly across to the opposite side of the road as you come up behind the car in front.  You should be travelling several mph faster than the car ahead to get past quickly and safely.

5.  Keep going well after you have passed the slower vehicle

Keep accelerating until you are well past the slower vehicle.  Too many people take their foot off the gas too early, slowing you down again before you have safely completed the manouevre and usually still on the wrong side of the road.  Now is not the time to have second thoughts about the speed limit or the price of the fuel that you are burning – keep going until you are well past the overtaken car and clear to move back across the road.

6.  Pulling back into your lane

Far too many drivers are absolutely rubbish at this important point in the overtaking process.  Having got their car a length ahead of the other vehicle, they chop back across into the lane and directly into the path of the overtaken vehicle.  Don’t be one of those idiots; complete the move properly.

As a general rule, don’t start to pull back across into your lane until you can see the entire overtaken car in your central rear view mirror (the inside one).  If you pull across right in front of them and then have to hit your brakes suddenly, they will have nowhere to go except right into the back of you.

Get well ahead of the slower car and then smoothly pull back across.  Don’t lift off the accelerator until AFTER you are safely back in your lane.  Ease back on the accelerator to return to your cruising speed.

Overtaking safely is an important driving skill

Being overtaken – be courteous and consistent

As inevitable as the slow-moving vehicle in front of you is the faster-moving vehicle behind you.  Regardless of how fast you’re driving, at some stage someone faster will loom large in your mirrors and be looking to overtake you.

When being overtaken, it’s important to co-operate with the car coming past – for your own safety as well as theirs and anyone else around. Don’t try and stop them overtaking, and don’t suddenly slow down.  It is important that you behave consistently so that the other car knows what you are doing.

If you see a car in your mirrors and it’s getting ready to overtake (or has already started), maintain your current speed.  Don’t speed up to try and keep them behind you, as it probably won’t change their decision and it will only make things more dangerous.  Don’t start slowing down either, because if they need to bail out during the overtaking process they might not be able to pull back in behind you.  If you have an impatient driver behind you and you want to let them past, you should reduce your speed before they start to make their move, not after they are already accelerating to pass.

Once the overtaking car has got ahead of you, you can ease off your accelerator and make sure they have plenty of space to pull back across, but not while they are still coming up behind or alongside your car.

Summary

This article specifically talks about single-lane roads, where the danger of oncoming traffic is an important factor.  However, overtaking on a dual carriageway or motorway follows basically the same process other than worrying about anyone coming at you head-on.

It’s hard to believe that an article about an everyday driving manouevre can be this long or have so many steps to remember, but then that’s the point.  Most drivers overtake without really thinking about what they’re doing, unless it starts going wrong – and by then, it’s often too late.

The key things to remember about overtaking are simple:
1) Do you really need to overtake?
2) Plan your move
3) Move decisively

Enjoy your driving, and stay safe out there :)

Ford S-Max review 2015

Andrew Charman
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Ford S-Max review 2015

What is it? All-new version of very successful people-carrier.
Key features: More upmarket look, improved chassis, extra flexibility.
Our view: First impressions suggest the new Ford S-Max will more than maintain its dominant position in the market.

Ford S-Max review 02

The Ford S-Max has proven a major success over the last decade. It launched in 2006 as a seven-seat people-carrier which did not look like a box on wheels, won the European Car of the Year title that year and in the years since has sold a total of 82,000 in the UK, through three generations.

Now there is a fourth generation version, launching as part of a wholesale renewal by Ford of its people-carrier line-up – our first drive on a sunny morning in Spain came just 18 hours after trying the new version of its smaller sister, the C-Max.

Later this year, meanwhile, will see the arrival of the new Galaxy, a big sister to the S-Max and also effectively its major rival. Between the two models, Ford totally dominates the larger people carrier segment.

It is an all-new Ford S-Max, with the company telling us that the recipe was more flexibility, more technology, a more fun-to-drive package and what is described as “premium styling”.

It certainly looks the part. The exterior visuals of the S-Max have always been a major element of its appeal and the new car maintains the image under the application of the current ‘One Ford’ global family styling programme.

  • Ford S-Max front
  • Ford S-Max side
  • Ford S-Max rear

A large grille dominates the front end which also boasts the swept-forward ‘smiley’ look, chrome detailing predominates and a combination of moved-back A-pillars and muscular sides with distinct lines certainly provide the car with a suitably aerodynamic visual presence.

It’s also more slippery in the areas that are less visible – several flush panels improve underbody aerodynamics, along with such innovations as the Active Grille Shutter that smooths out the grille in suitable conditions to improve airflow.

The immediate impression on stepping inside is the quality of the fit and finish. Ford repeatedly uses the word premium in describing the S-Max and having only just exited the C-Max, the larger car’s interior is a definite step up, with lots of soft-touch surfaces and yet more chrome.

The driver’s environment has undergone major improvement, the instrument panel in particular, which is now a 10-inch digital display but with analogue-style insturments represented on it. All the essential switchgear falls much easier to hand, the whole cockpit feeling more focused around the driver. The centre console, meanwhile, is dominated by the tocuhscreen of Ford’s new infotainment system.

There are improvements further back too, in the five seats of the second and third rows. The middle-row seats tip and fold forward in one easy action to ease access to the rear, while all five can be folded flat in one move using buttons on a control panel. Other helpful touches include the availability of a hands-free tailgate, opened by waving one’s foot under it.

Ford offers six engine options for the S-Max, and two of them are petrol units despite the diesel taking 97 per cent of all sales. Both are Ecoboost units of 1.5-litre 157 or 2.0 236bhp, while the diesels are all 2.0-litre units with either 118, 148, 17 or 207bhp.

In terms of transmissions, a six-speed manual is standard on all bar the most powerful petrol and diesel units. The 136bhp petrol gets a six-speed auto, the 207bhp diesel Ford’s PowerShift auto-manual which is also an option on all the other diesels except the entry-level 118bhp unit. The 148 and 177bhp versions can also be specified with all-wheel-drive.

  • Ford S-Max dashboard
  • Ford S-Max boot space

The 148 diesel is expected to account for 40 per cent of all S-Max sales, but not far behind on 37 per cent will be The Car Expert test car, powered by the 177bhp unit which we tried with manual transmission.

Most noticeable in the engine is its refinement, matching the step up in the rest of the car. It is very smooth and well behaved, though under acceleration you need to wait for the revs to build before serious pulling power kicks in, after which it proves quite punchy.

Ford has done a lot of work on the S-Max chassis, measures including a significant amount of lightweight component’s to reduce unsprung mass. And the S-Max road manners are very impressive, the quite large vehicle staying composed and upright when pushed into corners.

However a full appreciation of the car’s road manners should await a test of a UK-spec version on British roads, as our Euro test model included features reputedly not available to UK buyers such as the ‘Continuously Control Dampened Suspension’.

Ford S-Max prices in the UK will start from £24,545, buying the 1.5 petrol in Zetec trim – diesel prices range from £25,245. There is apparently no market for more entry-level trims in the range – Zetec buyers, around 30 per cent of customers, will find the specification now includes 17-inch instead of 16-inch alloys, Ford’s Sync 2 infotainment system with an eight-inch touchscreen, keyless start, power-folding mirrors and the MyKey younger driver monitoring system.

Around 40 per cent of buyers will opt for Titanium and its extras such as cruise control with an intelligent speed limiter and rain-sensing wipers and auto headlights. New to the trim is navigation with a DAB radio, traffic sign recognition and a lane-keeping aid.

Finally there is Titanium Sport, which enlarges the alloys by another inch, and adds a body styling kit and rear spoiler, sports suspension and heated front seats.

First impressions suggest the new S-Max will more than maintain its dominant position in the market – we look forward to trying a UK-spec version.

Ford S-Max – key specifications

Model Tested: Ford S-Max Titanium X 2.0 TDCi 180PS
On Sale: August 2015
Range price: £24,545-£32,260
Insurance group: TBA
Engines: Petrol 1.5, 2.0. Diesel 2.0 x 4.
Power (bhp): 157, 236. 118/148/177/207.
Torque (lb/ft): 177, 254. 229/258/295/332.
0-62mph (sec): 9.9, 8.4. 13.4/10.8/9.7/8.8.
Top speed (mph): 124, 140. 114/123/131/135.
Fuel economy (combined, mpg): 43.4, 35.7. 56.5/56.5/56.5/51.4.
CO2 emissions (g/km): 149, 180. 129/129/139/144.
Key rivals: Volkswagen Sharan, SEAT Alhambra.
Test Date: April 2015.
All figures best (manual, auto start-stop if fitted)

Land Rover adds Ingenium to Discovery Sport

Andrew Charman
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Land Rover adds Ingenium to Discovery Sport

The Land Rover Discovery Sport will be offered with the new British-built Ingenium diesel engine from September 2015.

Replacing the current diesel options, the 2.0-litre unit will significantly improve the economy and emissions of the compact SUV, which will offer combined cycle fuel consumption figures of up to 57.7mpg and CO2 emissions of 129g/km.

This will be alongside power and torque levels that Land Rover dubs class leading. The four-cylinder unit, constructed in the new Jaguar Land Rover (JLR) engine plant in Wolverhampton, will be available in 150hp and 180hp guises, with torque figures of 280 and 317lb/ft respectively.

The lower-power engine will be offered in the five-seat Discovery Sport, while the higher-powered variant will be fitted to the TD4 5+2 variant, matched to either a six-speed manual or JLR’s recently introduced nine-speed auto transmission.

In both cases, the more potent engine returns combined cycle fuel economy of 53.3mpg and CO2 emissions of 139g/km.

The new TD4 engine is a lightweight construction unit using mainly aluminium, with stiff cylinder blocks and decoupled injectors that ensures low levels of vibration and noise intrusion.

Recent technologies help reduce internal friction, improve refinement and enhance overall performance, while a Selective Catalytic Reduction feature and a new low-pressure exhaust gas recirculation system significantly reduce both CO2 and NOx emissions.

The 147bhp model is dubbed ‘E-Capability’ as Land Rover’s most efficient option. This is further aided by low rolling-resistance tyres and eco-pitched gearing and engine management.

Existing Discovery Sport prices remain unchanged though the new 150hp version drops the starting point for the manual five-seat SE trim variant to £30,695. Service intervals across the range are also increased from 16,000 to 21,000 miles.

Land Rover has also added an HSE Black trim level to UK models. It adds to the existing HSE specification with the Black Pack styling additions and privacy glass. The HSE Black Auto is priced at £41,250 on the road.

According to Land Rover’s programme director Murray Dietsch, the new family of Ingenium engines is truly class leading.

“By introducing it to the Discovery Sport, we can now offer enhanced fuel economy and reduced CO2 emissions, while improving overall performance,” he says.

“The Ingenium engine confirms Discovery Sport’s position as the most versatile and capable compact premium SUV in the world,” Dietsch adds.

Honda CR-V review 2015

Andrew Charman
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Honda CR-V review 2015

What is it? Heavily revised version of Honda’s best-seller SUV.
Key features: 1.6 high-pressure diesel, nine-speed gearbox.
Our view: The Honda CR-V was an effective SUV to begin with, and the changes only make a good package better.

The Honda CR-V is a much more important car than many might realise.

In the UK the SUV is the brand’s joint best-seller, alongside the Jazz city car, and across the globe it is the third best-selling of all SUVs. UK CR-V sales totalled 16,500 in 2014 and the petrol version was the best selling amongst its rivals for the 13th year in a row.

It is also, for now, a British-built car – though that is set to change in 2017 to 2018 when the Swindon plant that produces the CR-V switches to becoming the global production hub for the next five-door Civic.

So a mid-life refresh of such a core model assumes great importance, and it is clear from driving the newly revamped CR-V, just arriving in showrooms, that the changes have been much more than cosmetic.

By far the biggest is the arrival of a new-to-the-range 1.6-litre diesel engine, replacing the previous 2.2 unit and bringing with it significant gains. One of Honda’s ‘Earth Dreams Technology’ series of engines, it’s a two-stage turbo unit of 157bhp, according to Honda offering 60 per cent more power than the 2.2 while returning fuel economy boosted by 15 per cent and emissions down 13 per cent to a minimum of 129bhp with all-wheel-drive and the six-speed manual gearbox.

Honda CR-V review 04

The five grams penalty of choosing an auto transmission might be seriously tempting, however, thnaks to the arrival of a new nine-speed auto gearbox. Replacing a previous five-speed unit, it features a very low first gear which helps with rapid pick up, while the high top gear contributes markedly to those economy and emissions improvements.

Further assistance comes from the weight, or lack of it. The transmission tips the scales 35kg lighter, while together with the new engine there are 65kg less to get on the move.

1504_Honda_CR-V_04

The revamped CR-V and the 1.6 diesel nine-speed auto combination variant are well matched, if you are looking for refinement. The engine is very quiet and smooth and the gearbox equally so – it’s many ratio changes are slick but precise, and it does not hunt between speeds.

However, it’s all rather sedate. Despite having extra power the engine does not feel particularly enthusiastic, and while the gearbox is not an instant-reacting twin-clutch unit, even in its sportiest mode the shifts take a disappointing time – they’re smooth, but slow…

It’s not the only engine on offer – there are two others, both now Euro 6 emissions compliant. The lower-powered 1.6 diesel of 118bhp is only available with a manual two-wheel-drive transmission, while the 2.0-litre petrol can be specified in 2WD, 4WD, manual or auto.

1504_Honda_CR-V_05

Significant work has also been carried out on the CR-V’s chassis. There are new dampers, front suspension bushes, revised geometry, a track extended by 15mm front and rear and a slight increase in camber angle, all aimed at achieving greater stability and less understeer in corners.

Generally it works – though only to a certain level. The CR-V’s ride is competent if somewhat bland, and very soft – this is not a car in which one goes searching for a series of challenging bends. On the motorway cruise, however, it’s a very comfortable environment to be in.

The new Honda CR-V has seen some stylng changes, most notably at the front where the redesigned grille and headlamps both emphasise the car’s width and add to its presence. The rear LED lamps are new too, as are the alloy wheel designs.

Inside the styling changes continue – notably the chrome-effect inlay running the width of the dashboard, while generally the surfaces appear to be of better quality than previously.

1504_Honda_CR-V_06

Honda says the dashboard has been redesigned to allow easy visibility and we would agree that it’s all very easy to use, and this extends to the new seven-inch touchscreen which houses Honda’s Connect infotainment system.

This is Android-based – apparently despite the fame of Apple’s iPhone four out of five phone operating systems sold across the globe are Android-based. It works well enough, though the sat nav graphics could be better, and the row of buttons down the right of the screen give the unit a curiously retro look.

1504_Honda_CR-V_07

Other changes include a sliding armrest (60 mm fore and aft) between the front seats and a neat one-action fold-down rear seat. With seats folded the CR-V’s load capacity jumps from 589 to 1648 litres of flat space (1669 litres if a space-saver spare wheel is specified). And with a load length of up to 1,570mm, the car will easily accommodate two mountain bikes or four sets of golf clubs.

Pricing of the new CR-V starts at £22,345 – cars with the new 1.6 engine will cost from £27,570, with the nine-speed auto ‘box £29,350. According to Honda UK managing director Phil Crossman the new prices are only around £100 more than previous models, with a whole lot more for one’s money. “If you are an existing customer with 2.2 diesel auto of three or four years old why would you not want to change it?” he says. “You will get nearly £1,000 work of enhancements for around £100 on price, and it’s a more efficient car.”

We’d agree – generally the CR-V was an effective SUV to begin with, and the changes only make a good package better.

Honda CR-V – key specifications

1504_Honda_CR-V_08

Model Tested: Honda CR-V 1.6 i-DTEC 160PS 4WD nine-speed automatic
On Sale: April 2015
Range price: £22,345 – £35,620
Insurance group: TBA
Engines: Petrol 2.0. Diesel 1.6 (2)
Power (bhp): 153. 118, 157
Torque (lb/ft): 142. 221, 258.
0-62mph (sec)*: 10.2 (10.2). 11.2, 9.6.
Top speed (mph)*: 118 (118). 113, 126.
Fuel economy (combined, mpg)*: 39.2 (38.2). 64.2, 57.6.
CO2 emissions (g/km)*: 168 (173). 115, 129.
Key rivals: Hyundai iX35, Mazda CX-5, Kia Sportage
Test Date: April 2015
* = all performance/efficiency figures with 17-inch wheels and manual gearbox where applicable
Figures in brackets 4WD

Ford C-Max review 2015

Stuart Masson
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Ford C-Max review 2015

What is it? All-new version of the Ford C-Max mid-sized MPV
Key features: Interior upgrade, more tech, more efficient engines
Our view: Takes an effective product and improves it in all areas. Should continue to be a success, though rivals are getting stronger and more numerous.

It’s 12 years now since Ford jumped firmly into the compact-MPV market with its C-Max, and in that time the car has proven a major success.

Through three generations, the Ford C-Max has established itself as a leading player, selling almost 210,000 examples to UK buyers. In 2014, the C-Max rated second in its segment with 16,900 sales, a thousand ahead of its deadly rival the Vauxhall Zafira and only beaten by the Citroën Xsara Picasso. It’s also Ford’s third best-selling car after the Fiesta and Focus.

Now a new Ford C-Max, offered like its predecessor in both five-seat and Grand C-Max seven-seat variants, is on its way to the UK as part of Ford’s wholesale renewal of its people-carrier line-up – also at the Spanish launch of the car was its equally new larger sister the S-Max, which we’ll be reviewing at the end of April.

The new C-Max won’t turn that many heads from the outside. Styling changes are subtle, effectively adopting the latest ‘One Ford’ design language that gives the car a somewhat bolder, Mondeo-like front end. There is a gently reareards-tapering roof line while the arches are more pronunced and accompanied by a distinct body crease line.

Inside the differences are more obvious. Ford says that customer feedback determined the interior changes and there is a distinct upturn in quality, though perhaps not to the level of some other Fords including that one we can’t talk about yet.

Most notable is the dash, which has changed markedly. Customers wanted a simpler layout, Ford tells us, and the new console, clearly based closely on that in the most recent Focus, certainly meets the brief. There are fewer separate controls and it is all simpler to use.

There are a host of useful touches – more storage places in the car for example (Ford tells us there are 20), while owners can specify hands-free opening of the tailgate, a feature first seen on the Kuga.

The seats are clever too – in the five-seat C-Max the central rear seat can be lifted and moved rearwards allowing the outer seats to slide inwards and backwards for more leg and shoulder room.

In its seven-seat cousin, meanwhile, the centre seat can be flipped out of the way creating a useful walk-through for younger members of the family accessing the rear row through the sliding rear doors.

Another major area for improvement was technology and the new C-Max has certianly gained plenty of new aids to both driver and passengers.

Driver assistance technology uses a host of sensors, radars and cameras, working together to offer what we are told is 460-degree protection to the car, and such advances as Pre-Collision Assist and adaptive cruise control are both fitted for the first time on a C-Max.

Other aids, some standard, some optional, include Active Braking, Active City Stop, Blind-Spot Info, Cross-Traffic Alert for when pulling out of junctions, parking aids that even make it easier to reverse into spaces between parked cars… the list goes on.

Other occupants, meanwhile, get a DAB radio as standard on all variants, something The Car Expert is surprised has not become an industry standard. It’s part of the Ford Sync connectivity system, which on Titanium variants and above is upgraded to the voice-activated Sync 2 based aorund an eight-inch touchscreen.

Ford says that all the engines available for the C-Max have been revised, and all are now Euro 6 emissions compliant, claimed to be a first in the segment.

The line-up ranges across two versions of the much-publicised three-time ‘engine of the year’ the 1.0-litre Ecoboost petrol, in 99 and 123bhp varieties, a 1.6 petrol with 123bhp, and diesels in 1.5 118bhp and 2.0 148bhp variants.

The 1.6 petrol is fitted with a five-speed manual gearbox, all the others with six speeds while both diesels can be specified with the PowerShift six-speed auto-manual ‘box.

Ford believes the two big sellers will be the 123bhp petrol and 118bhp diesel, the latter taking almost three quarters (71%) of sales. Equally three quarters of sales will be of the five-seat C-Max.

The test car available to The Car Expert, however, was the range-topping 148bhp diesel, in Grand C-Max form, and it’s generally impressive.

It is easy to forget on the road that this is a seven-seater, it bowls along at good pace and in corners remains poised with some body roll but rather less than one might expect given its people-carrying abilities. The engine is not short of power or torque, though the revs do need to be kept in the higher end of the band for effective overtaking.

All of which leaves one having to consider whether the price of this particular diesel, £1,500 more than its equivalent 118bhp sibling, is worth paying, though it is worth noticing that the extra potency (1.5 seconds faster to 62mph) comes with hardly any economy and emissions drawbacks.

The top diesel is also not offered in the lowest of the three trim levels, Zetec – you have the choice of Titanium or Titanium X, Ford’s marketing head Anthony Ireson telling us that in this segment there is no demand for the real base trim levels that you get in, for example, the Focus or Mondeo.

The new Ford C-Max is very much a case of taking an effective product and improving it in all areas. As such it should continue to be a success, though its rivals are getting stronger and more numerous, with the new contenders now including the likes of BMW with its 2 Series Active Tourer.

Ford C-Max – key specifications

Model tested: Ford Grand C-Max 2.0 TDI 150PS
On sale: Summer 2015
Range price: £18,195 – £26,145 (Grand +£1,600)
Insurance group: TBA
Engines: Petrol 1.6, 1.0T (x2). Diesel 1.5, 2.0.
Power (bhp): 123, 99/123. 118, 148.
Torque (lb/ft): 117, 125/125. 199, 295.
0-62mph (sec): 15.9, 12.9/11.4 (13.7/12/3). 11.3* (12.3*), 9.5* (9.8*).
Top speed (mph): 102, 108/116.114* (111*), 125* (202*).
Fuel economy (combined, mpg): 44, 55/55. 69* (61*), 64 (61*).
CO2 emissions (g/km): 149, 117/117 (119/119). 110* (118*), 114* (124*).
Key rivals: Citroën C4 Picasso, Vauxhall Zafira Tourer, Peugeot 3008
Test Date: April 2015
Figures refer to C-Max, in brackets Grand-C-Max 
* = with manual gearbox

SEAT Leon X-Perience review

Andrew Charman
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0
SEAT Leon X-Perience review

What is it?
The SEAT Leon X-Perience is an all-wheel-drive version of the Leon ST (estate).

Key features
All-wheel-drive powertrain, upmarket interior.

Our view
Sophisticated car, daft name

The SEAT Leon has in its latest incarnation attracted widely favourable comments, not least from The Car Expert.

Conceived as a family, the three and five-door Leon’s soon gained an estate sister, the ST. And with SEAT’s aspirations for growth targeting a wider selection of rivals, it is perhaps no surprise that the Leon ST range can now offer an all-wheel-drive model in the less-than-pleasingly named Leon X-Perience.

Dubbed by its makers “a lifestyle estate” and assuming the role of Leon range-topper alongside the Cupra performance model, the X-Perience offers a potentially attractive alternative to cars such as Skoda’s Octavia Scout and the Volvo V40 Cross Country. It might even appear on the radar of those who would previously have bought the Allroad from SEAT’s more upmarket sister brand Audi.

The Leon X-Perience also has another task, however. It introduces both SEAT’s dealers and the brand’s customer base to the concept of all-wheel-drive, ahead of the brand launching a ‘proper’ SUV, which will be unveiled at the Geneva Motor Show in March 2016.

From the outside the X-Perience is distinguishable from its ST sisters, firstly by means of its greater ground clearance, extended by 28mm over the stock Leon.

There are also the requisite ‘off-road’ styling touches of extra protective mouldings on the wheel arches and door sills, aluminium-look additions to the front and rear bumpers and twin tailpipes.

Inside the accent is centred on this being a range-topper, so the upgrades include leather and orange stitching while the door trims are bespoke.

The heart of this car is of course the all-wheel-drive transmission, which is combined with two powertrain options, both centring on the 2-litre diesel engine in either 148bhp and 181bhp outputs. The smaller one joins to a six-speed manual gearbox, the larger to a six-speed DSG auto.

Dubbed ‘Fourdrive’, the AWD is permanently on demand and electronically controlled, using a fifth generation of the Haldex clutch system to channel all the drive to the front wheels in normal driving, but to automatically divide propulsion between front and rear by up to half and half when conditions demand, such as in wet or icy weather, or on loose surfaces.

SEAT chose to demonstrate this on the launch drive with a couple of miles along Forestry Commission tracks, which heavy rain had made quite boggy in places. The Leon X-Perience is not and not intended to be an off-roader, but it copes well with difficult surfaces and will be appreciated particularly in winter by those living in rural environments, such as the author of this test.

That appeal is strengthened by the fact that the jacked-up ride height does not adversely affect the car’s progress where it will spend the vast majority of its time, on the road.

The X-Perience generally rides well – the extra weight, up by some 120kg, and the increased height is the more noticeable under heavy braking, cornering or over nasty bumps and potholes, but not to a degree that becomes uncomfortable. And despite all that extra mass to drag around, official fuel economy and CO2 emissions figures of plus-55mpg and 129g/km respectively are impressive.

It’s practical too, neat touches including the droppable boot floor, which extends the capacity available (with rear seats up) from 587 to 687 litres. Drop the seats flat, through a one-pull mechanism, and capacity mushrooms to 1,470 litres.

Getting the X-Perience will cost from £24,385, which buys the lower-powered version in SE trim. Standard equipment includes 17-inch alloy wheels, black roof rails, climate control and rear parking sensors.

Pay an extra £1,900 for the SE Technology version and according to SEAT the buyer gains more than £3,000 of extra equipment.

The wheels grow by an inch, electrically-folding mirrors are added as is Alcantara on the seats. The ‘Technology Pack’ of touchscreen-based DAB digital radio, navigation and LED headlights is fitted, along with the Convenience Pack of rain-sensing wipers, auto headlamps and auto-dimming rear view mirror.

Options include such niceties as a panoramic sunroof while a ‘Lux Pack’, costing £1,250, adds black leather upholstery, heated front seats with electric adjustment to the driver’s, chrome roof rails and a heated headlamp washer system.

The sat nav can also be upgraded to a ‘High’ version with a larger screen, an ‘off-road mode’, displaying compass views, angle of front wheels and such like, and an Eco trainer to help stretch the mileage.

All in all the Leon X-Perience is an impressive car, and perhaps the only serious black mark one can give it is the name. SEAT both aspires to and to a degree achieves an air of sophistication above the mainstream, but a name such as this does nothing to enhance that image…

SEAT Leon X-Perience – key specifications

Model tested: SEAT Leon X-Perience SE Technology 2.0 TDI 184 PS 6-speed DSG-auto
Range price: £24,385-£28,870
Insurance group: TBA
Engines: Diesel 2.0 x 2
Power (bhp): 148, 181
Torque (lb/ft): 250, 280
0-62mph (sec): 8.7, 7.1
Top speed (mph): 129, 139
Fuel economy (combined, mpg): 57.6, 57.6
CO2 emissions (g/km): 129, 129
Key rivals: Skoda Octavia Scout, Volvo V40 Cross-Country, Vauxhall Insignia Country Tourer
Test Date: March 2015

Audi TTS review

Andrew Charman
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Audi TTS review

What is it? The Audi TTS is the performance-engined version of the distinctive TT coupé range.
Key features: Sub five-second acceleration, strong standard tech.
Our view: The Audi TTS is impressive, albeit expensive.

Around six months ago, The Car Expert first drove the all-new third incarnation of Audi’s uber-successful TT Coupe.

The new car maintained the best bits, such as the Bauhaus-inspired styling, of the first-generation car, credited by many with propelling Audi towards today’s premium success. And the Mk3 debuted a host of new tech, perhaps highlighted by the digital dashboard that has already spread into many other Audis.

When we carried out that first drive we were promised two further, and very distinct, versions of the latest TT. One was the drop-top Roadster, which The Car Expert has now driven and will report on shortly, and the other was the subject of this feature, a more performance-focused S model.

In terms of design, styling and such like, this Audi TTS is basicaly the stock model, though the TTS does add bespoke touches such as the quad chrome exhaust tailpipes.

Inside the already praiseworthy interior of the standard TT is enhanced. The seats are now body-hugging ‘super sports’ items in nappa leather, there is more leather around the cabin, and that digital dashboard gains extra toys including (for track use only we feel) a digital stopwatch.

The major focus on this newcomer, however, is the engine. Once upon a time seeking more performance would have required more litres, a big, heavy unit, but modern technology is rapidly consigning such large powerplants to the past.

Instead the recipe is a 2-litre, four-cylinder petrol unit with TFSi direct injection, matched to either a six-speed manual gearbox or the six-speed S tronic dual clutch auto/manual, and quattro all-wheel drive. While the stock TT has a maximum of 226bhp, this one pumps out 305 horses, along with 280lbft of torque, the latter over a wide rev band of 1,800 to 5,700rpm.

All of which means the TTS cuts the 0-62mph sprint time below the five second marker which is considered the border of true high performance territory. With the six-speed manual gearbox the TTS hits the mark in 4.9 seconds, choose the s tronic and the mark drops further to 4.6 sec – six tenths faster than the stock petrol TT.

And the TTS certainly suits the S tronic ‘box, especially when combined with the Audi drive select ‘adaptive dynamics system’ which tops a wide list of standard equipment driver aids.  Accelerating rapidly, from a standstill, or from slow speed produces a highly evocative bark as the ‘box shifts up its ratios, in no time at all moving the car into territory where one’s licence will be threatened.

The audio note is impressive but not wholly natural – the exhaust system boasts ‘sound flaps’, which open at high rpm to boost the noise produced, adding an extra layer of vibrancy.

The TTS is no coarse power packer, however. In traffic, or moving through a town centre, the car will cruise in as refined and well-behaved a manner as its less powerful sisters.

The car sits 10mm closer to the road than the stock TT and the magnetic ride adjustable damper suspension makes for a stiffer ride, but not achingly so, and the payback is the system working in conjunction with the quattro to produce levels of grip in corners that really shouldn’t be possible. This car has potency one can both live with and have a lot of fun with.

Such refinement is further demonstrated by the fact that alongside the auto and gear-holding, rear-axle favouring ‘dynamic’ modes, the drive select has an efficiency setting. With this engaged, the car will freewheel when the accelerator is eased off, saving fuel and boosting the combined cycle figure to 41.5mpg, along with CO2 emissions of 157g/km.

The TTS is impressive, perhaps the one serious question the price. While significantly less than suitably-engined versions of prime rivals the BMW Z4 and Mercedes-Benz SLK, the Audi’s £38,790 starting price is very close to the £39,694 of the highly-effective Porsche Cayman, and the Porsche will be a tempting alternative to many buyers, even though it can’t quite match the TTS for pace.

Quite a lot comes as standard on the TTS – magnetic ride, the drive select, the heated leather super sports seats among the highlights. But the options list is long too; our car had around £9,000 worth of options on it, such as the £945 matrix LED headlamps (that you don’t have to dip) and electric seats at £995, taking the price tag perilously close to £50,000 – expensive…

So the TTS assumes its place at the top of Audi’s TT line-up. But not, we hear, for long – an even more powerful TT RS variant is believed to be waiting in the wings…

Audi TTS – key specifications

Model tested: Audi TTS Coupe 2.0 TFSI quattro 310 PS S tronic
On Sale: April 2015
Range price: £38,790-£40,270
Insurance group: TBA
Engine: Petrol 2.0-litre
Power (bhp): 305 (5,800-6,200rpm)
Torque (lb/ft): 280 (1,800-5,700rpm)
0-62mph (sec): 4.9 (4.6*)
Top speed (mph): 155
Fuel economy (combined, mpg): 39.8 (41.5*)
CO2 emissions (g/km): 164 (157*)
Key rivals: BMW Z4 sDrive35i, Mercedes-Benz SLK 350 AMG, Porsche Cayman S
Test Date: March 2015
* = with S tronic gearbox

Postcard from Goodwood – 73rd Members’ Meeting

Stuart Masson
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0

Goodwood is already famous for its two long-running motorsport events – the Goodwood Festival of Speed held every summer, and the Goodwood Revival held every September. And now there is a new event which deservedly takes its place alongside these two – the newly-revived Goodwood Members’ Meeting.

A McLaren M1B blasts along the pit straight at the 73rd Goodwood Members' Meeting
A McLaren M1B blasts along the pit straight at the 73rd Goodwood Members’ Meeting
Lancia LC2, Sauber-Mercedes C11 and Aston Martin AMR1 line up in the paddock at the 73rd Goodwood Members' Meeting
Lancia LC2, Sauber-Mercedes C11 and Aston Martin AMR1 line up in the paddock at the 73rd Goodwood Members’ Meeting
A beautiful pair of Porsche 356 coupés at the 73rd Goodwood Members' Meeting in 2015
An ex-Niki Lauda Ferrari 312 B3 rests in the paddock at the 73rd Goodwood Members' Meeting
An ex-Niki Lauda Ferrari 312 B3 rests in the paddock at the 73rd Goodwood Members’ Meeting
Dashboard of a Bugatti Type 35 at the 73rd Goodwood Members' Meeting, March 2015
Dashboard of a Bugatti Type 35 at the 73rd Goodwood Members’ Meeting

In the heyday of Goodwood’s operation as a contemporary motor racing circuit, from 1948 to 1966, a total of 71 BARC Members’ Meetings were held. These featured all sorts of events covering many different racing categories. Last year, Lord March revived the idea and the 72nd Members’ Meeting was held after an absence of about 48 years. It was a stunning success, and this year the 73rd Members’ Meeting built on the achievements of last year’s event. 

Tickets were far more strictly limited than for the Revival each September, so there was far more room to move around the circuit and paddock. For anyone who is used to a crushing crowd at either the Festival of Speed or Revival, this was a Goodwood event with a difference. The limited crowd size made the atmosphere more relaxed, and probably cut about an hour off the travel time each way…

Spectacular on-track action

A total of 12 races, plus practice and qualifying, were held over the two days of the event, along with some very special demonstration events. This year, the demonstration events were held for ‘high-airbox’ 1970s Formula One cars, Group C sports prototypes, and McLaren F1 GTRs. 

There was also a unique ‘race’ between an historic 1971 Mercedes-Benz 300SEL 6.8 racing saloon (nicknamed the ‘Red Pig’), a new Mercedes-AMG GT S production car and a 2013 Mercedes-AMG Formula One car.  Watching (and hearing) the contemporary F1 car charging around the classic Goodwood circuit in pursuit of its prey was awe-inspiring.

Volkswagen Type 2 'splittie' camper at the 2015 Goodwood Members' Meeting #73MM
Cars race along the pit straight during practice for the Taylor Trophy at the 73rd Goodwood Members' Meeting
This Porsche 911 finished second in the 901/911 race at the 73rd Goodwood Members' Meeting in 2015
The pit straight at Goodwood. the clouds looked ominous, but rain stayed away for the 73rd Members' Meeting.
The pit straight at Goodwood. the clouds looked ominous, but rain stayed away for the 73rd Members’ Meeting.
It's 1976 all over again! A McLaren M23 leads a Ferrari 312T in a demonstration run at the 73rd Goodwood Members' Meeting
It’s 1976 all over again! A McLaren M23 leads a Ferrari 312T in a demonstration run at the 73rd Goodwood Members’ Meeting
A Jaguar D-Type negotiates the chicane at the 73rd Goodwood Members' Meeting
A Jaguar D-Type negotiates the chicane at the 73rd Goodwood Members’ Meeting
Ferrari 250 TR recreation, based on a 330GT and apparently the former property of F1 star Innes Ireland
Ferrari 250 TR recreation, based on a 330GT and apparently the former property of F1 star Innes Ireland
1970s F1 cars prepare to hit the track at the 73rd Goodwood Members' Meeting
1970s F1 cars prepare to hit the track at the 73rd Goodwood Members’ Meeting

The highlights were too numerous to mention, both on and off the track. Despite some of the racing cars being 90 years old, there was absolutely no suggestion of the drivers taking things easy to preserve their precious machines. As you would expect, the touring cars provided plenty of biffo in their two races, but plenty of the more exotic machines were right on the ragged edge as well. 

More than a few cars went home with battle scars, and two priceless sports cars will each require six-figure repairs after a 1955 Mercedes SLS (being piloted by no less a driver than Jochen Mass) at full noise ploughed hard into the back of a 1959 Lister-Jaguar which was pulling off track into the pits. Thankfully no drivers were hurt, but the cars will require extensive repairs before they can turn a wheel again.

Spectacular off-track entertainment

As is always the case at Goodwood, the circuit and facilities were immaculately turned out. Many of the photos you can find of the event (including some of those here) show bright yellow daffodils all over the place – apparently one million of them were planted and all bloomed perfectly on time for the weekend.

The official programme was a work of art in itself, and the off-track activities and entertainment were plentiful. On Saturday night there was an enormous party, featuring a carousel, helter skelter, performers of all sorts and even a Wall of Death. The night was brought to a close with a huge fireworks display that was visible for miles.

Book early for next year’s 74th Members’ Meeting…

The only downside is that after two years of spectacular success, the secret is now well and truly out. You can be sure that there will be a rush to secure tickets for next year’s event after a sell-out this year, so you are going to have to move fast when tickets for the 74th Members’ Meeting go on sale at the end of this year. 

In the meantime, there’s always the Festival of Speed and Revival to look forward to in the next few months!

A Brabham powers along the pit straight at the 73rd Goodwood Members' Meeting
A Brabham powers along the pit straight at the 73rd Goodwood Members’ Meeting
Beautifully original and unrestored Alfa Romeo 8C 2600 at the 73rd Goodwood Members' Meeting
Beautifully original and unrestored Alfa Romeo 8C 2600 at the 73rd Goodwood Members’ Meeting
A collection of priceless Bugatti Type 35 and 51 racers at the 73rd Goodwood Members' Meeting
A collection of priceless Bugatti Type 35 and 51 racers at the 73rd Goodwood Members’ Meeting
Lancia LC2, Sauber-Mercedes C11 and Aston Martin AMR1 line up in the paddock at the 73rd Goodwood Members' Meeting
Lancia LC2, Sauber-Mercedes C11 and Aston Martin AMR1 line up in the paddock at the 73rd Goodwood Members’ Meeting
A Ferrari 312T rests in the paddock at the 73rd Goodwood Members' Meeting
A Ferrari 312T rests in the paddock at the 73rd Goodwood Members’ Meeting

Kia Sorento review

Andrew Charman
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Kia Sorento review

What is it?
The third-generation Kia Sorento is the company’s flagship SUV.

Key features:
More premium, more efficient, more tech.

Our view:
Established as a viable rival to the likes of Ford and Vauxhall, Kia is now targeting the top end of the mainstream market.

When the original Kia Sorento was launched in 2002 it kicked off a new era for the Korean brand.

A very capable if traditional body-on-frame SUV, the Sorento assumed the role of flagship model for a growth strategy that saw Kia change beyond all recognition in the following years, from a ‘pile-em-high and sell loads’ budget brand to a mainstream volume player able to rival the major mainstream players.

The third-generation monocoque-shell Kia Sorento is very different to its grandparent but has a similar role, according to its makers beginning the second phase of Kia’s transformation. Following well over a decade of attractive new vehicles created under design head Peter Schreyer (now performing the role for both Kia and its sister brand Hyundai), the latest Sorento pioneers Kia’s new target, beating rivals in the crucial areas of engineering, technology, refinement and quality.

That’s not to say that design has been left behind. The new Sorento is pitched much more towards the on-road use that the vast majority of its buyers will put it to, rather than the ability to tackle off-road ‘black routes’, and so style assumes greater importance, along with space – Kia is very keen to snare executive buyers with this car.

The car certainly looks the part, immediately grabbing attention with its more swept-back stance and larger, more dominant grille. The new shell is 95mm longer than its predecessor and ever so slightly wider, by just 5mm, but also 15mm lower, which combined with the rising belt line (the effective line running along the base of the windows), gives it a more purposeful look.

Shell construction using more high-strength steel, increased from 28 per cent to 53 per cent, also boosts torsional rigidity, by 14 per cent, which should and does aid handling.

Perhaps the most vital measurement, the wheelbase, is extended by 80mm, to 2,780mm, which improves head and legroom in all three seat rows (the new Sorento retains its seven seats as standard) but also boosts bootspace by 90 litres, to 605 litres with the third-row seats folded. These disappear into the floor, while the second row also folds flat, extending cargo capacity to a cavernous 1,662 litres.

The doors are worthy of mention – they are slimmer and fit more snugly into their apertures, which Kia says not only allows them to open wider but also keeps dirt and moisture out of the sills. Evidence on the launch event suggests this works very well.

The Sorento is the first car to be produced under what Kia has dubbed its ‘Global Quality Strategy’ and much effort has been expended on creating a premium impression when in the car. Panel gaps are reduced, the surfaces are of good quality and well fitted into the cabin.

Sound insulation is markedly improved, the dash, for example gaining a 29 per cent thicker noise-absorbing panel. Kia says that on the move external noise is cut by six per cent and progress certainly feels hushed.

Just one engine option will be available to Sorento buyers, an updated variant of the familiar 2.2-litre diesel unit. And while this car may be road focused, it retains its all-wheel-drive, the intelligent system first seen in the smaller Sportage, and including a lock mode for those who want to indulge in some more serious off-tarmac progress.

The engine changes are significant, extending to reducing cylinder wall thickness by 1mm to say 5kg in weight. The unit offers 197bhp, three horsepower up on the previous version, and 325lbft of torque, an improvement of 14lbft and available from 1,750rpm.

Efficiency is of course improved – Euro-6 emissions compliant, the engine returns combined cycle fuel economy and CO2 emissions figures of 49.5mpg and 149g/km in the six-speed manual version – an alternative six-speed auto is also available. The launch vehicles driven by The Car Expert were fitted with the manual ‘box and it is both slick and precise.

With on-the-road performance a priority much effort has been expended on ride comfort and it shows. The car cruises in a straight line very comfortably indeed, and while cornering with enthusiasm does produce some body roll from what is a large shell, it’s all very controllable.

Steering is particularly impressive – Kia says that moving the power-steering motor module from halfway up the steering column onto the rack itself has made a major difference to the handling, sharpening response and feedback.

Up to three steering modes can be selected, changing the feel and response, though on choosing ‘Sport’ on our test car the steering became very stiff indeed – it is a mode we feel that would only be usefully employed in very specific high-speed conditions.

Potential buyers have the choice of four trim levels, dubbed KX-1 to KX-4, with prices ranging from £28,795-£40,995. Standard equipment highlights include alloy wheels, LED daytime running lights, de-icing front wipers, electric folding heated mirrors, cruise control and reversing sensors.

Safety aids feature heavily in the specification – all versions of the car include a range of electronics such as hill-start assist, trailer assist, ESC and Vehicle Stability Control.

Go up the trim levels and more tech appears, some not seen before on European Kias, such as adaptive smart cruise control, around view monitoring and parking assistance including a rear cross traffic alert and smart park assist for both reverse and parallel manouevres.

Inside one can add such extras as satellite navigation through either a seven or eight-inch touchscreen, a reversing camera, panoramic sunroof, self-levelling suspension and driver and front passenger seats that can be power adjusted 10 and eight ways respectively.

Kia does not expect enormous sales numbers from the Sorento, though management are not afraid to suggest that the predicted 3,500 sales per annum may be conservative.

The task the car has is more subtle, to lay a path for the forthcoming Optima large saloon, by showing that the Korean brand can be as effective at producing large cars as it is now renowned for smaller models.

Established as a viable rival to the likes of Ford and Vauxhall, Kia is now targeting the top end of the mainstream market, the area populated by brands such as Volkswagen and Volvo. If the Kia Sorento is evidence of what is coming, then rival manufacturers should be concerned….

Kia Sorento – key specifications

Model tested: Kia Sorento 2.2 manual KX-2, KX-4
On sale: April 2015
Range price: £28,795-£40,995
Insurance group: TBA
Engines: Diesel 2.2.
Power (bhp): 197
Torque (lb/ft): 325
0-62mph (sec): 9.0 (auto 9.6)
Top speed (mph): 124 (124)
Fuel economy (combined, mpg): 49.5* (46.3*)
CO2 emissions (g/km): 149* (177)
Key rivals: Volvo XC60, Nissan X-Trail, Volkswagen Touareg
Test Date: March 2015
*= with 17-inch wheels

How can I get more money for my part-exchange?

Stuart Masson
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6
How can I get more money for my part-exchange?

Last month, we looked at why your part-exchange valuation from the dealer was much lower than you expected (if you haven’t read it, follow the link above and have a look. Don’t worry, we’ll be right here when you get back). But the reality is that although people tend to be outraged by dealers allegedly swindling them on their car’s value, there’s usually a lot of things that they could have done which would have helped. 

Today, we’ll help you make sure you get the best price you possibly can when you sell your car, whether it’s a part-exchange or a private sale. Tick all of these boxes and you will maximise your car’s value. But even if you only manage some of these recommendations, you’ll be hundreds or even thousands of pounds better off. So it’s worth reading on…

Do your homework before trying to part-exchange your car

Whether buying or selling a car, the simplest rule is that the more homework you do, the better off you will be.

If we step backwards for a bit, it all starts the moment you take delivery of your new car. For the whole time you own the car, you should keep all of your maintenance records so that you can show a buyer everything that has been done to the car.

This includes MOT certificates, invoices for tyres and other consumables, and most importantly, service records. As well as being a warranty requirement that you have your car serviced on time, every time, it will significantly hurt your resale value if you don’t have proof of the car’s service history.

You will get a better price for your car if it has been serviced at an official service centre (ie – at the dealership), but then this will probably cost you more as well. Make sure you have the service books in the car when you have it serviced so that they get stamped, and make sure you check that this has been done before you drive away – every single time.

When I was working in the automotive retail industry, I saw dozens and dozens of cars with little or no documented service history, because “I don’t keep the books in the car” or “they forgot to stamp the book”.

Usually, it really meant “I haven’t had it serviced at all”, and that is exactly what a dealer (or any other buyer) will assume.

Get a quote from an online buying service

For many car buyers, part-exchanging your car will never get you as much money as selling it to a dedicated car buying service. Even if you do prefer the ease of handing your old car over and collecting your new car all in one go, you should absolutely make sure that you’re not losing hundreds or even thousands of pounds by selling it too cheaply as a part-exchange. We work with the following companies, all big names in the UK and highly respected, but other brands are also available.

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Make sure your service book is stamped – every time

If you have had the car serviced, but for whatever reason you don’t have any official records, then go back to the dealer/service centre and get them to issue you with a duplicate invoice and stamp your book.

If you have moved too far away to visit them, at least call them and ask them to email or post an invoice. I have seen people post their service books to a dealer to stamp and send back, which is great – although it risks the service book getting lost altogether.

If you take one piece of advice from this article, it is to keep all of your service and maintenance records. Your car’s value will be penalised by hundreds of pounds (or even more, if it’s a performance or luxury car) if you can’t show evidence of servicing.

Have your log book and MOT records ready

V5C logbook, UK registration certificate

Your registration papers (V5C, known as the log book) is the proof that you are the keeper. Your MOT certificate is proof that your car is legal and roadworthy, although these are now done electronically rather than being printed.

If you don’t have your log book available, you can’t legally sell or part-exchange your car. The DVLA will charge you £25 for a replacement V5. Save yourself money and hassle by not losing it in the first place – which brings us to…

Make sure you have all your bits and pieces

Spare keys, owner’s books, seat headrests, towbar wiring, rear parcel shelves, floor mats, spare wheel, first-aid kit, warning triangle, and so on. If it can be removed from your car, someone will eventually lose it.

Make sure that all the bits that go with your car are on board when you present it to a dealer or private buyer for their part-exchange appraisal. Muttering “Oh yeah, I’ve got those bits somewhere in the garage” is usually interpreted as “I have no idea where those bits went and I am not going to be able to find them”, and your car’s price will be marked down accordingly.

This is especially important for car keys – on a modern car, a key can cost over £300 and may have to be ordered from the manufacturer’s HQ. Plus it’s a security issue, as it means that there is possibly another key to your car out there somewhere. Losing a key can cost you a fortune.

Turn your house upside down if you have to, but make sure you have all the keys in hand before you bring your car to a dealership.

Don’t try and sell your car just before a service or MOT is due

If your car is more than three years old, it has to have an MOT roadworthiness test every year. Most cars will also need servicing every year. Yes, these will both cost you money – especially if there is any additional work required.

Car dealers are generally not stupid – if you try to part-exchange your car just before either the service or MOT is due, then they will be very suspicious of your timing. Is there a major problem with the car that will require big spending that you are trying to avoid?

If you can schedule your car buying and selling for halfway through your MOT/service schedule, you won’t have wasted all the money you spent to have them done but won’t be penalised for selling just before they’re due.

Some dealers will now insist that your car has at least three months’ MOT remaining, and if it doesn’t then you will need to get it re-tested before you can part-exchange the car.

Should you tidy up any minor damage?

Many people will now take out some kind of minor damage insurance policy when they buy a car, which covers you for little dents/scuffs/scratches. I’m not going to argue for or against these policies, but if you have paid for one then make sure you are using it to your full entitlements.

If you are entitled to have your kerbed wheels fixed up, then get that done. If you are eligible for any work from your insurances, get it done. It won’t cost you anything (unless you have an excess, and that’s usually small) but will improve your car’s appearance – and therefore, its part-exchange value.

If you don’t have any minor damage cover, then you need to assess how much it would cost to have it repaired. If the repairs are inexpensive but make a noticeable difference, it’s probably worth getting them done – especially if you are selling the car privately.

With a part-exchange to a dealer, however, bear in mind that the dealer can probably get any repair work done cheaper than you can, so it may not be worth doing unless it looks horrendous.

An hour of cleaning could be worth hundreds of pounds

First impressions count in any situation, and valuing your car is no different. If you turn up to a dealership with a car that is filthy dirty, their assumption will be that you don’t care about your car – which means there are more likely to be hidden problems underneath that you haven’t bothered fixing, and your car will be valued lower.

If you turn up with a car that is clean both inside and out, with sparkling paintwork and a properly vacuumed interior (with all your rubbish taken out and put in a bin!), it gives the impression that you are fastidious about your car and a dealer will tend to assume that you have attended to any problems which have occurred.

It may not be remotely true, but they are valuing your car based on what they can see. Put yourself in the buyer’s shoes – would you pay more for a sparkling clean car than a filthy dirty one? Of course you would, because your assumptions are based on what you are presented with.

If you are haggling with a dealer to give you more money for your part-exchange, they are more likely to be receptive if they think the car is a low risk for hidden costs.

Cleaning your car also helps to remove odours, which could be worth a lot to you as well. Food and drink smells, baby vomit, that fertiliser you bought from the garden centre – you get the picture.

And no-one, not even dog lovers, likes a “wet dog” smell when they are buying a car. Clean and air out your car before taking it in to be appraised – and if you do carry pets around in your car a lot, you should be doing this frequently to stop doggy odours settling in.

Clear out your junk!

While you’re cleaning your car, take out all the stuff you carry around with you in your car. No-one else wants to see your collection of Barry Manilow CDs, or the various items of clothing that have accumulated on the back seat for the last six months.

Empty the boot as well. A dealer wants to be able to see the car, and not have to move all your stuff to find what’s hidden underneath. Again, if they can see that it’s a good clean car, they are more likely to pay more for it.

Dealers are used to people trying to hide huge stains or holes in upholstery by throwing some jumpers on the seat and hoping no-one looks.

It can be a pain if you use the car for business and it’s full of tools or equipment. But again, it’s still worth the time and effort to clear it out before taking the vehicle to show a dealer. Genuinely, it can make a few hundred pounds’ of difference if your car/van is presented in a clean and tidy state.

Basic warning lights

No-one likes to see a warning light come on when they start up a car, and a warning light is a warning sign for a potential buyer. So if you have any warning lights that can be easily attended to, go ahead and do it.

Top up your windscreen washer fluid, radiator coolant or engine oil if the light is on. Make sure your tyres are properly inflated if you get a tyre pressure light, and put enough fuel in the tank to make sure the fuel light’s not on. If you have a faulty light bulb, change it.

If the service light is on when it shouldn’t be because the dealer forgot to switch it off (it happens quite often), then go back and get it switched off.

Summary

All of the above is about showing a dealer how well you have looked after your car. Proof of service history is the most important thing here, but all of these tips add up to show a prospective buyer that your car is a safe bet rather than a big risk.

A dealer will know what they are looking for, but they are still usually only making an offer based on a 5-10 minute inspection. So do everything you can to make your car look as good as possible.

Have your records handy, make sure the car is presented well and attend to any basic warning lights, and you’re already in front of most people part-exchanging their cars. It’s not that difficult, is it?

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* The Car Expert has commercial partnerships with Auto Trader, Carwow and Motorway. If you click through to their websites and/or sell your vehicle to any of them, we may receive a small commission. This does not affect the price you are quoted or receive for your car.

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