Porsche 911 Turbo Cabriolet

Hmm. A straight set of four stars. Like getting all Bs in your GCSEs. You sure? You’re saying the Porsche 911 Turbo Cabriolet is a good all-rounder, a Mr Safe-Hands, rather than at the edgy end of party-in-the-pants brilliance? Well, not quite. But read on.

Really? The new Porsche 911 Turbo Cabriolet only gets four stars for performance? 0-62mph in 3.7sec not cutting it?

Now, we’re not saying this Porsche isn’t slow. Far from it. It is exactly as fast as that figure suggests, with the kind of instant thrust on tap in any gear that can recalibrate your senses. It’s just that there isn’t quite the drama to go with it that you might expect from driving a 911 Turbo, soft-top or not.

It pulls extremely hard against each of its six long ratios, and will have you on the wrong side of illegality in a flash. Fine for unrestricted autobahns, but not quite what you’d call fun on crowded British roads, where much slower cars will put a wider smile on your face for more of the time.

So will other 911s, in fact. If you want to enjoy driving quickly as a visceral sensation as much as for the time saved between one point and another, go for a 911 Carrera.

Four stars for handling too? Go on, then...

Well, it’s a bit like with the performance. Somehow, the Turbo Cabriolet feels a bit fettered, a bit anaesthetised, rather lacking in sensitivity. We can probably blame the four-wheel drive system, which corrupts the sensations from the front tyres – and the relationship those tyres have with the road – by putting power through them. The result is that it feels much more like an executive express than an ultimate sports car.

Still, you can go round corners extremely quickly, marvelling at the amount of grip on offer and wondering exactly how you got to here, from there, so quickly and with so little drama. But isn’t a little drama the whole point of driving a 911? Yet again, you’ll have more actual fun in a Carrera, no matter what the performance figures say.

Alfa Romeo Giulietta 1.4 TB 170

Alfa Romeo is launching the new 2010 Giulietta to replace its 147 in the heartland mid-sized hatch. So the new Alfa Giulietta faces up to some pretty competent machinery, such as the VW Golf, Ford Focus and Vauxhall Astra.

What’s going on? I thought Alfas were meant to look great and be terrible to drive. Let’s hope this one drives better than it looks...

We assume you’re talking about the Giulietta's less than beautiful face on this new C-segment fighter. Granted, it’s bland and formless after the chiselled muscularity of the old 147, but we’ve got modern pedestrian crash legislation to thank for that. The Giulietta's snout is a grower anyway and the rest of the shape makes up for it. The chunky hind quarters mean you need to move up from the basic 16in rims but the rear three-quarter view is swoopingly fantastic to these eyes.

The new 2010 Giulietta looks much bigger than the old 147

It is, but that’s because Alfa has replaced the 147 with two cars: the smaller three-door Mito and the five-door-only Giulietta.

The big hatch is fractionally bigger than a Golf with a generous 350-litre boot and a back seat that doesn’t quite offer best in class accommodation (the squab is too low and kneeroom only average) but is at least competitive.

So what’s underneath the new Giulietta? A Fiat Bravo chassis? Hardly going to battle for top honours with that arsenal!

That’s why Alfa left it in the parts bin, instead developing an all-new lightweight steel platform that will underpin the next wave of Alfa Romeos – plus the next Fiat Bravo. Using high-strength steel means the finished car weighs 1365kg, little more than the smaller 147 and much less than Vauxhall’s porky Astra. It bodes well...

But is the Giulietta any good?

Oh yes. For a start the Giullietta rides with a suppleness that’s been sorely lacking in recent Alfas, even on our optioned-out test car with its sportier dampers and 17in wheels. It steers crisply too thanks to a new fully electric twin pinion steering rack whose motor is mounted away from the steering column to minimise artificial sensations through the rim.

With just 2.2 turns between the stops it’s fast but never nervous around the straight ahead and with a realistic build-up of weight as the cornering speeds rise. And they really can rise: the Q2 electronic differential standard on every single model provides a staggering amount of traction, even on rain-drenched tarmac and the body control on our sport-equipped car was good.

Vauxhall Meriva 1.4T SE

The last Vauxhall Meriva was a charmless, if effective, little box. The new one looks great, but is there more substance to it than those rear suicide doors?

Is this the first mini MPV that you’re not embarrassed to be seen in?

Could well be. We thought that Kia’s Venga (or at least the show car that previewed it) was pretty stylish, but the new Meriva beats it hollow. Most of the GM family styling cues are present - expensive-looking chrome grille, side blade cut into the flanks.

But the Meriva has its own identity thanks to that crooked window line that adds drama and allows kids to see out. The cabin features a really low dashboard to make it feel airy and the material quality is excellent.

This is an MPV though – is the new 2010 Meriva useful enough?

Well it’s much bigger than the old Meriva for a start (246mm longer; although only 15mm in wheelbase). Despite being based on the Corsa supermini, the Meriva is actually only slightly smaller than a Renault Scenic, and it’s cars of that class that Vauxhall would rather you compare it to. There are still only room for five – no point in cannibalising Zafira sales.

The rear seat can be configured as a conventional three-person bench that can be slid backwards or forwards to alter the boot:cabin ratio. Or you can fold the central seat down and push the outer chairs inwards, giving more head and shoulder room when only carrying two.

The back seats fold pretty much flat into the floor for carrying big loads and if you’re prepared to stack to the roof there’s 1500 litres of room at your disposal. All of this folding and sliding is very straightforward.

You can tell that Vauxhall really researched what families need when designing this car – the door bins swallow large bottles of water and because every car has an electric handbrake, there’s loads of storage space in the central tunnel where Vauxhall has installed the ‘Flexrail’, a two-tier storage system running on tracks.

Lotus Elise

You’ll struggle to spot the difference, but this is the third-generation 2010-spec Lotus Elise. The basic chassis, brakes and dimensions remain unchanged, but the styling is subtly tweaked (the headlights are the stand-out change, but many of the panels are gently finessed) and the base model now has a 1.6-litre Toyota-sourced engine located amidships and a six-speed gearbox to replace the last generation1.8-litre that hooked up to a five-speeder.

Performance of the 2010 Elise is similar, but the price goes up by £900 and the S drops off the base model’s name – it’s just a Lotus Elise these days. Does what it says on the tin.

More money for a basic, smaller-engined Elise? Boo!

Don’t worry, the R model that sits above the base Elise still features a 1.8-litre lump (an all-new, more sprightly one too with 189bhp), and the 1.6-litre engine gets very similar performance to the old, lower-power 1.8 that used to reside in the S – it has 9lb ft more torque, does the same top speed, but takes 0.4sec longer to get to 62mph.

The more efficient engine and new gearbox bring another bonus however – fuel economy improves from 37.2mpg to 45mpg, while C02 falls from 179 to 149g/km.

Audi RS5

video

The Audi RS5, one of the most exciting prospects of 2010, has been driven by CAR. With 444bhp, a 4.2-litre V8 petrol engine that winds up to an 8500rpm redline, and four-wheel drive, Ingostadt¹s new coupe looks to have the ammunition to take on BMW¹s sensational M3. There¹s barely a cigarette paper between their 4.6sec and 4.7sec 0-62mph sprints (it¹s the Audi that¹s a tenth faster, by the way).

CAR contributing editor Jethro Bovingdon flew to Spain to drive the RS5, just before the Volcanic ash cloud stopped play. Exactly 30 years after the legendary Quattro erupted into our consciousness, has Audi created a spiritual successor to make the earth move? Watch our video for Jethro¹s verdict, and pick up the May issue of CAR ­ on sale now ­with 28 pages celebrating 30 years of Quattro.

Dacia Duster 1.5 dCi 2wd

Renault's budget brand Dacia had planned to launch in the UK in 2010, but the bank-fuelled recession soon put paid to that. Now Dacia is coming to Britain in autumn 2012 and this'll be the first model: the Duster faux-by-four. CAR's been out to test the new Duster in Morocco, read on for our first drive review.

The new Dacia Duster: sounds like a new furniture polish!

Yes, yes - look past the unusual name and you've got a Golf sized soft-roader. The Duster is a chunky looking thing and there's something pleasingly utilitarian about it. A no-nonsense design that the likes of Skoda have forgotten how to master.

There's a simple line-up at launch in 2012: pick from a petrol or diesel engine, both available as two- or four-wheel drive. Sharing the low-cost Logan's architecture has kept costs down and, priced from around £10,800 for the petrol 1.6 in 2wd form, the Duster will from 2012 expand SUV-lite territory to a wider audience than just the Qashqai/Yeti mob.

Cheap, cheerful... How does the Dacia Duster drive?

Pretty well actually. This is an uncomplicated car based on Dacia's no-nonsense Logan hardware. The four-wheel drive version has different rear suspension and will challenge mountain goats for go-anywhere cred. We drove one on an off road course designed by Dacia to ensure it wouldn't get stuck and - guess what - it's grippy and grunty enough to get up and down the most ridiculous angles. Mini SUV plaudits intact.

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Nissan March/Micra

The bright green car you see before you is the latest Nissan Micra – known as the Nissan March in Japan and Thailand – and it’s a new supermini that will be sold in 160 countries worldwide and built in at least four different factories.

Underneath is Nissan’s all-new V-platform, and it’s a set of underpinnings that will not only provide the basis for the Micra/March supermini, but also a Micra saloon (arriving in 2011, but not coming to Europe) and an MPV replacement for the Note (that we’ll see in Europe come 2012). Nissan hopes to build one million V-based vehicles a year when all three models are on sale.

To begin with the March/Micra supermini will be built in four plants across the world: China, Mexico, India – which will supply the UK now that the more profitable Juke is being produced in Sunderland – and Thailand. And it’s to Thailand that CAR has just been to drive the new Micra in Thai-spec March guise. Read on for our first impressions of the new Nissan Micra (March).

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Nissan March/Micra

The bright green car you see before you is the latest Nissan Micra – known as the Nissan March in Japan and Thailand – and it’s a new supermini that will be sold in 160 countries worldwide and built in at least four different factories.

Underneath is Nissan’s all-new V-platform, and it’s a set of underpinnings that will not only provide the basis for the Micra/March supermini, but also a Micra saloon (arriving in 2011, but not coming to Europe) and an MPV replacement for the Note (that we’ll see in Europe come 2012). Nissan hopes to build one million V-based vehicles a year when all three models are on sale.

To begin with the March/Micra supermini will be built in four plants across the world: China, Mexico, India – which will supply the UK now that the more profitable Juke is being produced in Sunderland – and Thailand. And it’s to Thailand that CAR has just been to drive the new Micra in Thai-spec March guise. Read on for our first impressions of the new Nissan Micra (March).

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Hyundai ix35 2.0 CRDi

This is the new Hyundai ix35, the Korean company’s replacement for the frankly forgettable Tucson. But Hyundai is on a roll at the moment, having notched up some huge sales increase during the scrappage scheme, and keep those showroom figures high with their own incentives. In short, the brand is now on the general public’s radar, and offerings like the ix35 are designed to offer them something that isn’t just a cheap runabout. Read on for our verdict on the new Hyundai ix35.

The new Hyundai ix35 looks pretty good…

Past offerings from Hyundai might have been described as being ‘different’ and ‘standing out from the crowd’, but those were polite ways of saying Korean cars were odd and no one was going to buy one. The new ix35 is much better, much more confident, even if /Fluidic Design/ is a silly name for the styling philosophy. We rather like it, the only visual letdown being the chrome-effect door handles (inside and out) and the equally tacky gearknob.

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Alfa Romeo Mito 1.3 JTD Veloce

The Alfa Romeo Mito has got under the skin of us here at CAR. We're starting to see them on the road in some numbers – helped no doubt by the smashing £8995 scrappage deal under recent Government incentives – and to these eyes it's the best looking supermini by miles. It's arguably the first car to dislodge the Mini from top-dog status.

We've tested it here in 1.3 diesel form. And first things first, it's not quite so attractively cheap here: £15,785 before options, which spiral to £18,095 with the addition of dual-zone climate control, leather, parking sensors and metallic paint.

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Mercedes S350 CDI BlueEfficiency LWB

Visually, there's little to pinpoint the 2009 facelift of the S-class; a more arrow-shaped radiator grille here, a fresh bumper and exhausts there. But myriad changes were ushered in under the skin, with many of Merc's technical innovations from its new models such as the E-class cascading upwards. It's normally the reverse in Stuttgart.

This S350 CDI variant is new, too, replacing the much-loved S320 CDI that was Britain's best-seller by a country mile taking up 82% of UK sales. Don't be deceived by the typically German numeric imperialism; this remains a 3.0-litre V6 turbodiesel, equipped in this spec with some BlueEfficiency goodies to trim CO2 and fuel consumption.

What puts the BlueEfficiency into the Merc S350 CDI?

A suite of small changes are designed to make the S-class more efficient. The automatic transmission disengages at a standstill, for instance, reducing the load on the engine and quietening things down; it re-engages the second you take your foot off the brake. Lower rolling resistance tyres are pumped up to 2.6 bar, while smoother door mirrors, headlamp seals and an undertray drag the aero figure down to 0.27. It’s a slippery customer, the new S-class.

The result? The S350 CDI averages 37.2mpg and pumps out from 199g/km of CO2. Our particular BlueEfficiency model was the lounge-worthy LWB model with a rather confusing Eco-Power Engine Kit (a £1584 performance upgrade pack – on a green eco special!) that nudged consumption and emissions up to a still impressive 36.7mpg and 204g/km.

So is the S-class still a smoothie to drive?

You bet. It’s easy to see why the S has become the default choice for limo buyers in this market. It’s a brilliantly comfortable place to sit, with excellent seats that adjust every which way, intuitive infotainment systems and a hushed whisper that makes it hard to believe you’re powered by diesel. It’s massive in the back, and the quality of leather, wood and fittings is outstanding.

The S350 CDI is so relaxed and pampers away the worst road scars, isolating occupants in a hermetically sealed leather lounge. Although I’ve yet to drive the new A8, in my mind the S-class must be the most refined of the class. The 7-series may be more dynamic and the XJ set the dynamic benchmark for enthusiastic drivers, but there’s something uniquely pampering about the big Merc limo.

In fact, I’d question the need to buy any other S-class. This base model has ample performance (7.8sec 0-62mph, but it feels faster in the mid range) and you’d need to be in a huge hurry, or have more money than sense, to choose one of the larger petrol or AMG models.

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VW Scirocco 2.0 TSI

Had the editor’s VW Scirocco at the weekend and came away mightily impressed. It’s not a car I would buy – space is at a premium and that kiwi fruit green paint job and black wheels are too look-at-me – but if I were in the market for a two-door coupe, the Scirocco would certainly make it on to my shopping list.*

It’s just such an all-rounder. It carries off that Golf GTI-in-drag thing seamlessly. The 2.0-litre petrol four is cultured when you’re pootling yet serves up strong acceleration when you’re on it, almost to the point where you wonder who really needs the range-topping R version. And although it has its detractors, the DSG transmission is brilliant most of the time, those whipcrack gearchanges, wise auto mode and finger-prodding-good manual override all serving to remind us that the Volkswagen Group pioneered the road-car application of twin-clutch ’boxes. There’s very little shunt at low-speeds, the usual bugbear of such trannies. The brakes are over-servoed though, and very grabby until you adjust your right foot.

The richly talented drivetrain may dominate the driving experience, but the Scirocco is a fun device through your favourite sequence of corners too. The steering’s weighty and accurate, though as with most hatch-derived coupes hardly brimming with genuine feel, and the car corners flat and neutral. Keep the suspension in Comfort mode, though; Sport introduces a jarring ride that doesn’t seem worth the bother, with little tangible benefit to the handling which remains roll-free even at high speeds. The Scirocco is a car that can be driven absurdly fast even by average drivers and is great fun. About the only real gripe is poor traction in the wet, those 206lb ft from 1700-5200rpm troubling the front axle in the bottom two gears on damp roads.

What of the Scirocco’s character? I know many CAR Onliners reckon it’s just a squashed Golf, and at the end of the day they’re right. But do we care? Not a jot. The Golf GTI is in Mk5 and Mk6 guise consistently one of our favourite hot hatchbacks on sale, and the lower-slung two-door ’Roc has a brilliant headstart in life with that hardware underskin. It’s all a bit corporate VWspeak – the cabin’s funereal and peppered with Golf spec – and I suspect that will be put some buyers off.

Those wanting genuine character (whatever that is), the sort of people who don’t follow the crowd, who put Alfa Romeo on their shopping list and deplore the Identikit platform sharing homogeneity that irons out differences in modern car ranges – may find the Scirocco a boring choice. The fact is though, that for 95% of buyers, it’s the best mainstream coupe on sale for £23k by a country mile. It’s borderline brilliant.

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Porsche 911 Turbo S

It’s a numbers game with the new Porsche 911 Turbo S. For an extra £17,309 (or £17,324 in you opt for the convertible) you get an extra 30bhp, 37lb ft and lots of standard items that would otherwise be extra on the ‘regular’ 493bhp Turbo.

S stands for Sport and Porsche’s marketing team would have you believe this new S model is the most sporting 911 Turbo variant yet, with everything from ceramic brakes, a torque vectoring system and active engine mounts as standard, though you can’t have a manual gearbox. All in – and until the new GT2 arrives later this year – it’s the most expensive 911 you can buy: £123,263 for the coupe (tested here) and £130,791 for the cabriolet.

And despite the hefty price, as 90% of Turbos are sold with the PDK ‘box, Porsche expects 70-80% of customers to cough up the extra for the S. Read on for CAR’s review of the new Porsche 911 Turbo S.

What puts the S in the Porsche 911 Turbo S?

The direct-injection, twin-turbo 3.8-litre flat six is essentially unchanged, but the gains come courtesy of revised intake valve timing, a new carbon airbox and a boost in turbo pressure to 1.2bar. Power goes up from 493bhp at 6000rpm to 523bhp at 6250-6750rpm, the same headline figure as the Mk1 997 GT2. The torque peak is the same as a regular Turbo equipped with the optional Sport Chrono overboost function, but the S has the full 516lb ft whenever you like it, rather than needing a Sport button to be pressed to access the extra oomph. Fuel consumption and CO2 emissions remain unchanged

Porsche’s PDK gearbox is standard, as is the Sport Chrono Pack, which includes a launch control function. And with the extra grunt from the engine, all three elements combine to send the Turbo S to 62mph in 3.3 seconds (3.6 for a regular Turbo, 3.4 for one with the Sport Chrono Pack). More impressive is the 0-124mph time, which drops from 11.6 to 10.8 seconds.

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Volvo S60 D5

We're just back from driving the new Volvo S60 – we've now had a chance to drive the most popular diesels, the D3 and D5, as well as the range-topping T6 petrol.

It's an important car for Volvo, the new S60. Tired of being also-rans with the 850 and S60, the Swedes are now aiming for a much sportier marketplace. Nothing less than best in class handling, in fact. Read the caveats and you'll see that actually refers to front-wheel drive compact execs – so the S60 must beat the Audi A4 and Alfa 159. No great shakes.

A Volvo best in class to drive? Whatever next!

Yes, there's a more youthful vibe going on with the new 2010 Volvo S60. We lost count of the number of mentions of 'driving pleasure', 'dynamic' and 'sporty' – it was like being on a German car launch. For starters, the Steve Mattin exterior is marvellously eye-catching. It's wedgy, low slung, so much more interesting than a 3-series silhouette. The rear end is especially pretty, but those bug-eyed front headlamps and day-running LEDs will take some getting used to. Overall, though, the new S60 looks good in our test car's burnt copper paint. Slippery, too, with its aero-friendly 0.28 drag coefficient.

Inside the S60 is more evolutionary. In a good way. Volvo interiors are a lesson in classy understatement and the S60's is no different. The floating stack, uncluttered layouts, sensible ergonomics – this is a comfy, cool place to sit. Needless to say the chairs are quite supportive too and you'll be comfy after long stints at the wheel.

Step into the back seats and you'll pay for that swoopy back end. The doors are narrow and legroom is tighter than many rivals. Space for feet is seriously pinched, too, and the middle seat is near useless for adults. Volvo says it's bigger than the outgoing S60 launched in 2000 and it might be fine for kids, but don't buy an S60 for chauffeuring duties. That's what the bigger, airport-spec S80's for.

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Porsche 911 GT3 RS

This is Porsche's new 911 GT3 RS, a harder and faster version of the already hard and fast GT3. Traditionally it's the best Porsche 911 variant - the GT2 is often too extreme and the turbo'd engine lacks aural delight - so what's the new one like? Read on for CAR's first drive review.

So it’s a Porsche 911 GT3 that’s even more extreme?

Oh yes. The 3.8 flat-six – up from 3.6-litres in the previous 997 RS – produces 444bhp at 7900rpm, an increase of 15bhp (at 300rpm higher) over the GT3. That means 117bhp/litre, and while the torque output of 317lb ft is unchanged, it too is produced at higher revs.

And what an engine. It chunters at idle, like a mechanic has left a few bolts in each cylinder, but clears its throat as the revs rise. There’s a glorious resonance through the cabin between 4 and 5000rpm, and after that the note gets louder and harder, and an aggressive howl drives you to thrash it to 8000rpm over and over. It's a proper race-bred engine, and quite why the GT2 RS needs another 167bhp we can't imagine.

Presumably a double-clutch PDK ‘box is not an option?

Of course – the GT3 RS is only available with a motorsport-derived six-speed manual, which means a heavy clutch and the need to be very deliberate with your shifts. However, while it can be a little awkward when you’re trundling around, it’s much better when you need to bash through the gears. And keep up with that incredible engine – there’s revised transmission ratios so although the top speed is 1mph down on the GT3 (does that matter?) the acceleration is even more ferocious.

What are the other measures designed to make this GT3 RS harder and faster than ever?

Look closely and you’ll spot the flared front wheelarches, which hide a wider front track – the GT2 RS shares the same hardware. Plus there’s a massive carbonfibre rear wing, that fills your doors mirrors and blocks out your rear-view mirror – unless there’s a BMW behind, you won’t see who is following. There’s a titanium exhaust too, which saves weight from where it counts in a 911 – at the back.

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Saab 9-5 2.0 TiD 158bhp

It's been a long time coming. Thirteen years in fact. But at last Saab has launched a new 9-5 and we've finally tested it, here in entry-level 2.0-litre turbodiesel spec. A brace of TDs will be available in the new 9-5, sharing the same four-cylinder block but with single or twin turbocharging to crank out their 158bhp or 187bhp outputs. Here we review the lower-powered Saab 9-5 2.0 TiD.

New 2010 Saab 9-5: the overview

The old 9-5 stretched out its existence to 13 fulsome years. Starved of funds by owners GM, it reached its nadir with the last facelift whose bechromed spectacles failed to hide the ageing process underneath. Then the new 9-5 was shown in 2009 only for the company to be driven to the brink of liquidation by the global economic crisis. Now Spyker has swooped on Saab and bought it from GM for $74m in cash and an equity swap. Saab is independent again and this week launched the new 9-5 in Trollhättan, Sweden.

It's based on the so-called Epsilon platform developed by GM for its large passenger cars such as the Vauxhall Insignia; this brings a suite of GM engines, front- and four-wheel drive and a host of technology that simply wouldn't be possible without access to GM's R&D budget (lane departure systems, head-up displays and road sign detection). So let's not get carried away with the General slagging.

What of the style? Does the new 9-5 look like a Saab should?

This is a successful design to these eyes. You'll make your own mind up, but trust me that it looks devilishly good on the road. Park a 2010 model up alongside an old one and the front ends are remarkably similar, albeit with a tremendous amount of plan view built in for packaging and pedestrian safety reasons. The new 9-5 is nearly as round as a boat when seen from above!

But it looks most stylish from the rear. They've cleverly incorporated the dramatically swooping C-pillars from the 99/900 et al to clever effect, the whole rump being rounded off by those deliciously retro horizontal rear lights. This is a stylish car, an understated one – and one that feels right for Saab in 2010.
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Audi A1 1.4 TFSi

Move over Mini – the new Audi A1 is finally here. It only took them 10 years to catch up with BMW's success story. You have to wonder why it took so long for the A1 to come to market. This isn’t anything like as radical as the old aluminium A2. It’s basically a reskinned Polo with better engines and a posher cabin.

What’s under the Audi A1's bonnet?

There are three engines: an 85bhp 1.2 petrol turbo, 120bhp 1.4 petrol turbo and a 104bhp turbodiesel, likely to be the biggest seller. We’ve already been impressed by the 1.4 petrol in the Golf and installed in the much lighter A1, it delivers 0-62mph in 8.9sec.

This is the version we drove today, a Mini Cooper rival and more warm- than hot hatch.

The new 2010 Audi A1 feels spritely but never quick and the optional seven-speed dual clutch ‘box fitted to out car probably helped mask some of the sensation of speed. It also made a bit of worn-bearing din around town and struggled to take up the drive smoothly when we jumped on the power for a smart getaway at traffic lights.

What about the quality? This is an Audi after all. What’s the A1 like inside?

Step out of an A4 or a TT into the A1 and you’d be hard pressed to find anything to suggest you’re in a car that costs half as much. Think Boxster and 911: they’ve got the same quality feel – and share many components – but one costs twice as much as the other.

The A1’s dash and door casings are covered in soft-touch plastics and every switch feels as good as it looks.

Premium small car? Premium price?

The new Audi A1 range starts at just over £13k for the basic 1.2SE and rises to nearly £20k for a 1.6 TDi S-Line with navigation, LED lights and a few other trinkets.

Even the most basic car comes fairly well equipped. SE spec means air conditioning, sports steering wheel, 16-inch alloys and a brace of airbags; Sport adds more heavily bolstered seats, 17s and stiffer suspension, while S-Line means leather seats and various bits of aluminium trim.
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Audi A1 1.4 TFSi

Move over Mini – the new Audi A1 is finally here. It only took them 10 years to catch up with BMW's success story. You have to wonder why it took so long for the A1 to come to market. This isn’t anything like as radical as the old aluminium A2. It’s basically a reskinned Polo with better engines and a posher cabin.

What’s under the Audi A1's bonnet?

There are three engines: an 85bhp 1.2 petrol turbo, 120bhp 1.4 petrol turbo and a 104bhp turbodiesel, likely to be the biggest seller. We’ve already been impressed by the 1.4 petrol in the Golf and installed in the much lighter A1, it delivers 0-62mph in 8.9sec.

This is the version we drove today, a Mini Cooper rival and more warm- than hot hatch.

The new 2010 Audi A1 feels spritely but never quick and the optional seven-speed dual clutch ‘box fitted to out car probably helped mask some of the sensation of speed. It also made a bit of worn-bearing din around town and struggled to take up the drive smoothly when we jumped on the power for a smart getaway at traffic lights.

What about the quality? This is an Audi after all. What’s the A1 like inside?

Step out of an A4 or a TT into the A1 and you’d be hard pressed to find anything to suggest you’re in a car that costs half as much. Think Boxster and 911: they’ve got the same quality feel – and share many components – but one costs twice as much as the other.

The A1’s dash and door casings are covered in soft-touch plastics and every switch feels as good as it looks.

Premium small car? Premium price?

The new Audi A1 range starts at just over £13k for the basic 1.2SE and rises to nearly £20k for a 1.6 TDi S-Line with navigation, LED lights and a few other trinkets.

Even the most basic car comes fairly well equipped. SE spec means air conditioning, sports steering wheel, 16-inch alloys and a brace of airbags; Sport adds more heavily bolstered seats, 17s and stiffer suspension, while S-Line means leather seats and various bits of aluminium trim.
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Honda Civic Si 5dr

Back in 2006 the conservative Civic was relaunched as a futuristic-looking hatch. But the past four years have helped mellow the sci-fi looks, so to jazz things up Honda has launched an Si-spec Civic.

Essentially the Si kit is just a trim level – there are no chassis tweaks, and the kit is available with all the current engine and transmission options. And it’s the same car that Mark Walton recently used to blat across France as he raced HMS Albion's time back from Santander using nothing but Honda-powered vehicles.

It’s hard to believe that the current-gen Honda Civic looks so normal on UK roads now...

Indeed, and even with the Si trim (17-inch graphite-coloured alloys, colour-coded bumpers, front foglamps, a Type R-style mesh grille, plus dark chrome door handles and a fuel filler cap) the Civic continues to look relatively innocuous. Still, the sharp creases, wedge shape, hidden rear door handles and split-rear screen make sure you'll still stand out among a sea of much more mundane Golfs and Focuses.

Inside the Civic cabin still feels quite edgy, with a driver-focused dash design that clusters all the controls around the steering wheel, and effectively cuts off the passenger. What Honda hasn't changed is the OAP-appealing practicality. The Civic’s fuel tank is located under the floor just behind the front seats, and together with the torsion beam rear axle (a step backwards from the old car’s independent rear), it means a big boot. You'll stuff in 485 litres of clobber – 100 up on the Focus – and the seats fold flat with absolute ease. And there’s even lots of space under the rear seats themselves.

You sit too high, but everything is neatly clustered around the driver, and once you learn where to look it becomes second nature to have the air-con controls within such easy reach. Si spec brings half-leather seats and a USB port, to add to the SE’s electric windows, climate control, multi-function leather-wrapped steering wheels and aluminium pedals, but the plastics can’t match the Golf's, and you don’t get the same sense of heft and solidity from the doors as you would in Germany’s finest.

resoures ; car

Aston Martin DB9 Coupé

You might have seen elsewhere that CAR was embedded in the Aston Martin pit team at the weekend's 2010 Le Mans 24-hour race. Which meant we were well placed to pilfer one of the facelifted DB9s on display at the Aston customer hospitality unit at the French race circuit and drive it back to Blighty.

A 'facelifted' 2010 Aston Martin DB9? It doesn't look very different!

Yes, let's call it the 2011 model year DB9. Aston types hesitate to use the word 'facelift', it's just part of the continuous improvement that's gradually spruced up the DB9 since launch back in 2003.

CAR bumped into Aston Martin design director Marek Reichmann in the AMR pits at Le Mans and he gave us the lowdown on the 2011 DB9. 'We are continuing the elegant feel of the DB9: there's a new front bumper, new side skirts, new colours,' he explained. 'These are mild changes – we've made 12,000 DB9s since launch and don't feel the need to start afresh. There are also plenty of under-the-skin changes.'

Still looks the biz, then?

You bet. I've previously criticised Aston's current line-up for looking too samey and while I stand by that, there's no arguing with the basic building blocks of the Aston look. The DB9 set the template back at the 2003 Frankfurt show, but carries its years well. This is an elegant 2+2 coupé, and looks every inch the £122,445 sports car from every angle. I especially love the coke bottle swell to the hips that lends the DB9 a sprung, muscular feel.

What's new? The double-decker grille with (slightly tacky) perforated mesh low down is fresh, while the sidesills are recontoured with a more exaggerated 'hockey stick' kink said to be most visible on lighter colours and the rear bumper and lights are minutely different, too. Fresh wheel designs are available and our car came in a fetching silvery green.
resoures ; car

Volvo C30 1.6 DRIVe

The DRIVe C30 has taken in many a long trip. Trekking to other countries, heading as south as Dover, as far north as Cumbria and a fair few places in between. While I expect a Volvo to be comfortable on long journeys, you would be forgiven for doubting that this would be as comfortable as say a Volvo C70. Well having driven one of these bigger Volvos earlier in the month, I’d say my Volvo C30 was better and less wallowy. Large doesn't always equal luxury.

The suspension provides a soft, comfortable ride over most of the country roads I endure en route to work, and it gobbles up motorway journeys with comfort and ease.

I don’t make a habit of stalling cars but when I first took ownership of the Volvo C30, I found I was quite frequently. I still do it occasionally now – I blame the tall gearing. You get used to it though, and have to pick a lower gear than you would normally. Sometimes coming into a roundabout, second is just too tall and you have to snick into first. Not ideal, but then this is the price for tall gearing and those low, low, low emissions and consumption figures.

The flipside is that long journeys are whisper quiet and unstrained. Engine noise is quiet, and the comfy ride and seats soften the back and bum ache you can sometimes endure on longer journeys.

resoures : car

BMW 530d SE Gran Turismo

Really liked the new 5-series saloon, but I’m not so sure about Tim’s 5GT. The ride isn’t great and it feels like a big bulky thing to drive.

I also wonder just who is going to be pampered in those back seats (they’ll either by empty or have kids in them, I reckon, or perhaps it’s a niche product for the posh airport taxi market), and why they wouldn’t be equally well served by the regular 5-series...
resoures : car

....:::: Need For Speed World ::::....




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Audi A1 1.2 TFSI SE

As promised we’ve got our hands on a different Audi A1 model, the most basic car I could find on the launch: a 1.2 manual. This being a press launch of course, it still had sat-nav and 16s rather than the standard 15in alloys plus various other options, but this is almost the £13,145 bottom rung on the Audi ladder.

Very few cars will leave the showroom for so little though – even paint is effectively optional unless you go for black or white, and the contrasting roofline costs £345.

Will everyone know I’m a tightwad if I go for a boggo Audi A1?

Obviously it doesn’t look quite as butch as the Sport-spec 1.4, but at least you don’t suffer the ignominy of the basic Mini’s hubcaps that make sure everyone knows you’re a miser. The basic A1 still looks expensive and chic. And of course it feels just as expensive inside as the 1.4 S-Line we drove earlier.

One thing that is noticeably different is the ride quality. It’s still firm and nowhere near as compliant as a Polo, but much less harsh than the S-Line on 17s. And to be honest, you’re not losing an awful lot dynamically. There’s a little less grip, a little more roll but not much in it and the fact that it’s not trying as hard to convince you that it’s really a sports car only works in its favour.
resoures : car

Range Rover Sport TDV6

Borrowed Chris Chilton’s Range Rover Sport at the weekend. Lovely as it was, I couldn’t help thinking that a Merc E350 CDI estate would do everything that the Sport is called on to do, but with better economy and emissions, better comfort and better performance. And yet the Range Rover is more S- than E-class when it comes to price.

By Ben Barry

Is the Range Rover Sport a guilty pleasure? 19 May 2010

The vagaries of our long-term fleet diary being what they are, I only drove the Range Rover Sport for the first time the other day. And what a difference the 3.0-litre diesel upgrade has made to the recent 2010 model year facelift.

Where the old 2.7 V6 TD was sluggish and struggled to lug the best part of three tonnes of whopping SUV, the new 3.0 sails along. It’s not what you’d call fast (you need one of the hedonistic V8s for that; the Supercharged is spookily rapid) but it just feels well tuned with the rest of the car. Progress is serene, performance all you need and – as with Jaguar’s application of this engine – the six-speed auto transmission is incredibly well tuned, slushing along when you want to cruise yet holding on to the gears when pressing on. It’s refined and quiet, too.

I only drove the RRS one-up, but it’s easy to see how the car could bolt into family life. It’s been hard to prise assistant editor Chris Chilton away from his beloved Rangie, so smitten is he with its everyday credentials: the kids love the view out, the boot is big and the cabin full of practical touches. Mind you, for such a large footprint, there’s not as much cabin space as you might expect; when we measured them side-by-side my old Citroen C3 Picasso actually had more rear legroom than the Sport.

That slick drive, the easy waftability of the ZF ’box and the imperious driving position that greatly assists my rural commute with its lofty over-hedge view – all conspire to make the Range Rover Sport an endearing prospect. It’s easy to see why it’s the biggest selling Range Rover by far, shifting 45,000 models last year.

But it’s incredible how quickly the zeitgeist has changed. You almost find yourself in apologist mode when you drive a car like this. Especially if you’re driving solo, as most of my weekday driving tends to be – the RRS just feels so big and OTT for everyday driving to the office. Our average consumption of 24mpg and 243g/km of CO2 don’t help your conscience, either.

Family duties and genuine off-road ability clearly provide a whole new spectrum of talent, but the Range Rover Sport’s talents neatly encapsulate the challenges posed to the very future of the SUV. No wonder future derivatives of this model will soon adopt aluminium construction, hybrid power and – in this post-LRX age – perhaps even front-wheel drive. Make no mistake, the most iconic 4x4 of all is changing fast.

resoures : car

Mazda 5 2.0 DISI

Mazda will replace its 5 midi-MPV in autumn 2010 and CAR's just driven the new minivan. The new Mazda 5 (2010) is the first production car to bear the full fruits of the company's much-vaunted 'Nagare' design policy, with some highly unusual sculpting on the flanks.

As you can read in our news story here, that design direction is being wound back after the departure of its champion, design director Laurens van den Acker who defected to Renault. Which makes the Mazda 5 something of a curio: this could end up being the only Mazda to wear its Nagare styling on its sleeve.

So the new Mazda 5 will be the last wavy Mazda?

Sort of. Don't expect every last nuance of the Nature-inspired Nagare programme to be ditched overnight, but the general feeling is it was too fussy. So cleaner, more elegant, simple designs will be forthcoming, CAR understands.

The 5 is quite boxy and, although Mazda touts this as a new model, it is in fact a carryover of the previous 5 under the skin. The glasshouse, roof and basic architecture are all the same as before – just spruced up with some new panels, a new IP on the dashboard and a host of new technology under the bonnet.

The twin sliding rear doors remain, however. They're a real practicality boon, making opening the doors so much safer (they take up just 160mm of space when open). They're electrically operated on higher spec models, or as an optional extra.

Hmmm. The new 2010 Mazda 5 looks challenging!

It's quite colour and angle sensitive. Those meandering side styling lines work well in some lights, but look fussy from others. It's like the surface entertainment on a Seat cranked up to 11.

While the front end of the 5 is all family-spec Mazda gobby, like on the 3 hatchback, the rear end is less successful. They've ditched the vertical lights on the old midi-MPV and replaced them with chunky, horizontal items that lend the rear aspect a dumpy look.

In fact, spying an outgoing Mazda 5 on the launch made me think this whole design is a massive step backwards.

resoures : car

Renault Wind Roadster

The Renault Wind has caused quite a lot of excitement in the CAR office, and not (as you might be thinking) because it gives us a legitimate excuse to make flatulence-based puns.

Silly name aside, the Wind is a good looking little coupe-convertible, with a clever flipping roof and a chassis tuned by Renaultsport. Add in competitive pricing – the range starts at £15,500 ­– and Renault potentially has a bit of gem on its hands. Plus it’s on sale now in the UK (and Slovenia, of all places), just in time for the summer sun, while the rest of Europe must wait until September before they can buy one.

So, is the Wind any good or is the hype a lot of hot air? Read on for CAR’s first drive review of the new Renault Wind.

So what is the Renault Wind, a Twingo or a Clio?

Both, effectively. The second-gen Twingo was based on the Mk2 Clio, so deep down it’s a Clio. However, just as that Clio platform was tweaked to become a Twingo, so the Twingo chassis has been adapted to become the Wind. And Renaultsport has been solely responsible for developing the Wind – the current hot hatch kings have done all the tuning and tweaking on their own, away from Renault’s main engineering team, so we’ve got high hopes.

So the chassis is sorted, and it looks pretty good too…

It does, at least in pictures where it appears squat and purposeful. Everything seems just right – the 17in wheels more than fill the arches, the hidden door handles are cool, and the rear styling (from the sloping B-pillars, to the flying buttress deck) is particularly interesting and attractive. It’s very stylish.

But in the metal it’s just a bit too tall and a bit too narrow, the nose looks like a bad copy of the Ferrari California, and when we passed an old 206CC near Nice (the launch location), the Peugeot suddenly seemed rather attractive.

Inside you’ll find Twingo bits and pieces (steering wheel, air-con controls, door handles, etc) but the dash architecture is unique and so are the dials. But it feels built to a price – the plastics aren’t brittle, but they are hard. There’s also a terrible reflection off the instrument shroud and onto the windscreen in bright sunlight, and with two big blokes on board it feels rather cramped. Plus you sit too high (as in a Twingo) so if you’re tall like me you’re going to headbutt the windscreen header rail in a crash, before snapping back and smashing your head on the rear rail. Then again, I’m not the target market and shorter, skinnier women will be fine.

What about stuff like the spec?

Apart from a limited edition Collection model (just 200 are coming to the UK), the Wind is available in Dynamique and Dynamique S trim levels, both of which are offered with either engine. The base model is the £15,500 1.2 TCe Dynamique, undercutting the cheapest 207CC by £1595 and the most basic MX-5 by £1745, while another £900 nets you the 1.6 VVT engine. The Dynamique S with the turbocharged 1.2 is also £16,400, and again another nine hundred notes will upgrade you to the more powerful 1.6.

Dynamique cars come with 16in alloys, ESP, air-con, electric and heated door mirrors, cruise control, fog lights, and an AUX input, while the S adds inch-bigger wheels, an alarm, auto lights and wipers, a better stereo, a USB connection and Bluetooth connectivity. The only notable options are metallic paint (£405), and heated leather seats (£950).

resoures : car

Nissan Juke 1.6 DiG-T

Fret not! You might have spied the £20k price tag on this Nissan Juke first drive review, but rest assured: we've climbed into the top dog, turbocharged and 4x4 Juke aimed at Mini Cooper S territory. We've driven cheaper models in the range too (the Nissan Juke starts at a much more palatable £12,795), but the tech on the 1.6 DiG-T warranted a look first.

The Juke is Nissan's new crossover, a baby SUV to slot beneath Qashqai. At just 4.2m long, it's in the same ballpark as the upcoming Mini Countryman, although priced considerably below.

Nissan Juke: the tech story

This junior crossover is based on the Renault Nissan Alliance B platform; the same bag of bits you'll find under a humdrum Clio or Note, then. This architecture has been stretched and updated with a host of new tech, including on this range-topping petrol turbo a 4x4 option. This will remain a rare car on UK roads, however; way over 90% of Juke buyers will stick with front-wheel drive.

The 1.6 DiG-T is interesting as it heralds a new direct-injection petrol turbo engine in the Nissan empire. It's punchy on paper, pushing out 187bhp and 177lb ft of twist.

It's certainly, err, challenging to look at!

Yes, let's get the inevitable aesthetic argument out of the way now. The Juke is a Marmite car – you'll love it or hate it. Spend time with the car and you begin to 'get it', after the initial shock and awe. The front end is especially odd and a very busy design canvas, thanks to a multi-storey light show, the wine rack lower grille and the main air intakes. There's plenty to like in the GTR-esque raked canopy windowline, and those 370Z rear boomerang lights are cool too.

Inside is more modestly designed. It's less busy in here, with simple design and a few flourishes. A long centre console runs the length of the front compartment, styled on a motorcycle fuselage – you can pick red or silver metallic finishes, and it really brings the cabin to life. Even to these restrained eyes, the zingy red is the feature colour of choice.

Mid-range Acenta trim and upwards comes with Nissan Dynamic Control System, which replaces knobs and switches in the heating control area with some rather nifty soft keys. They're cleverly backlit and the glossy black buttons change purpose depending on whether you're altering the ventilation system or the car set-up. Sounds gimmicky, actually works well and cuts down on button clutter. It combines the best of touchscreens with physical buttons.
resoures ; car