Here’s Peugeot’s salvo in the fight to make cars more economical: the 208 Hybrid FE. The supermini concept can achieve a claimed average of 112mpg (and a maximum of 141mpg), and emits only 49g/km of CO2.

Peugeot is especially keen to point out it’s a conventionally shaped supermini with five seats, unlike VW’s own super-frugal XL1, which looks decidedly sci-fi in comparison, but has a smaller boot than a Ferrari 458…

The 208 FE is 25% slipperier and 20% lighter than a regular 208, but that’s only part of the reason it allegedly achieves such eye-opening numbers at the pumps.

What’s the ‘FE’ in Peugeot 208 Hybrid FE for?

It’s a French double entendre: FE stands for Fuel Economy and Fun & Efficiency. The latter ‘fun’ tag relates to the car’s warm hatch-pegging 0-62mph time of 8.0sec, despite the eco-minded set-up.

What changes have been applied to the exterior?

Up front, there’s a new, low-drag grille – it’s 40% blanked off due to the retuned 1.2-litre engine requiring less cooling. Door mirrors and handles have been removed to cut drag; rear-view cameras, in classic concept car fashion, are preferred instead.

The tyres, developed specially for the 208 Hybrid FE by Michelin, use a narrow 145mm diameter to cut rolling resistance and drag. The 19in alloys have natty carbonfibre inserts to smooth airflow too. The biggest change is found at the rear of the car, where you’ll find an all-new air-smoothed rear end designed to disrupt airflow off the car’s rear as little as possible.

So it’s just an aerodynamic exercise then?

No, it’s actually much lighter than a regular 208 as well. The car’s body structure has been shaved from 295kg to 227kg thanks to composite panels, and there’s polycarbonate glazing which weighs 50% less than glass windows. Slimmed suspension components and composite resin interior fittings also contribute to the overall 20% weight cuts versus a regular 208.

And the drivetrain?

The common-or-garden 1.2-litre three-pot has been breathed on – there’s a higher compression ratio, lower friction lubricants, and geometrically-optimised components. Overall, internal friction has been slashed by 40%. The cylinder head itself has been machined with a reduced thickness versus a regular production item to save weight.

There’s a conventional manual transmission, albeit with no reverse ratio and new grease to prevent the lube gunking up the gear teeth over time and spoiling your mpg average. The petrol motor develops 68bhp but is 10% more efficient overall than a standard powerplant.

The really interesting bit is the hybrid knowhow that’s supposedly filtered down from Peugeot’s Le Mans programme. The 208 FE electric motor weighs only 7kg, but develops 40bhp and 22lb ft, spinning up to 40,000rpm. The electric motor also provides the 208 FE’s reverse function, missing from the back-to-basics gearbox. As with most hybrids, the motor also provides most of the car’s braking effort, via a reg-gen function which recharges the car’s battery when coasting to a halt. Of course, conventional disc brakes are fitted, but there’s no servo assistance, reducing demands on the engine.

Does the hybrid system spoil the 208’s practicality?

No – and this is what Peugeot’s really keen to stress – you still get a family-seating supermini with a decent boot. The 20kg battery pack is mounted alongside the 25-litre fuel tank underneath the rear bench seat, preserving cabin space and keeping the centre of gravity usefully low.

Come on, what’s the catch?

Apart from the fact the 208 FE is just a concept car, showing off what Peugeot can do, rather than what you can buy next week? Well, there’s no air-conditioning – that’s been binned due to its heinous effect on fuel consumption.

 

Audi has revealed prices for the new S3 Sportback ahead of its arrival in September. The BMW M135i and Mercedes A45 AMG rival starts at £31,260 for the six-speed manual, but you’ll want to pay an extra £1480 and get the six-speed twin-clutch S-tronic 'box that helps the five-door version of Audi’s 296bhp Quattro hot hatch see off 0 to 62mph in 4.9sec.

How does it compare to its closest rivals?

Price-wise the Sportback is marginally more expensive than the £31,100 M135i and rather a lot less than the A45 AMG, which comes in at £37,845. Such value does (funnily enough) come at a price, though: with the dual-clutch fitted its 2.0-litre four-cylinder may match the 316bhp BMW to 62mph, but it falls three-tenths short of the 355bhp Mercedes.

Roles reverse when it comes to economy – the Audi’s combined 40.9mpg is identical to the A45 AMG, beating the slightly less frugal Beemer by 3.2mpg – and the Sportback does even better in terms of emissions, the 159g/km C02 it generates is the lowest of the three.

Why would I get one instead of an S3?

Although fractionally slower than its three-door stablemate, the estate offers an extra 15 litres of bootspace and is 35mm longer between the front and rear axles. That Audi has been able to increase space for both luggage and people, whilst keeping the Sportback frugal, owes much to the fact it’s 70kg lighter than its predecessor, the MQB platform it shares with the new Golf helping to simultaneously lower the Sportback’s total to 1445kg and increase stiffness.

Obviously there are a fair amount of similarities, and you certainly won’t forget where you are – S logos adorn the steering wheel, the door sills, the gear lever and the instruments – but the Sportback does offer some unique features too, including all-LED headlights and in-car internet-based infotainment services using 4G. 

Which should I get?

With the S3 Sportback you’re essentially gaining extra practicality in exchange for a very slight loss of speed. If the alternatives don’t appeal – the A45 AMG, 135i or forthcoming Golf R – and you don’t fancy forking out for the brand new Audi, another option to consider is buying a used S3.

 

We’ve seen the design sketch of the new Infiniti Q30, and now here’s the first picture of the idea made real: it’s the Q30 concept car that’ll attend the Frankfurt motor show in September.

Infiniti Q30 concept: what’s the story?

Infiniti is busting three niches in one with the Q30: we’re told the car’s body is a fusion ‘merging the dynamic design and sportiness of a coupe, the roominess of a hatch and the higher stance of a crossover’.

Design cues such as the acutely kinked C-pillar and strong styling lines along the doors have been carried over from the Etherea concept car first unveiled in 2011.

The new Infiniti hatchback will be based on the Mercedes A-class platform and built at Nissan’s Sunderland plant from 2015. For more on Infiniti’s new 1-series rival.

The Peugeot 308 R could be the biggest hint yet that Peugeot is getting its mojo back. Carrying the RCZ concept’s styling into production was a good start, and the new 208 GTi is a pleasantly surprising hoot, but for bigger smiles you’ll want this: a 270bhp, carbonfibre-clad hot hatch that’ll give an Audi S3 a fright, and leave a Golf GTI in its tyre tracks. The catch? It’s just a concept car, for now…

Did Peugeot run out of paint?

No, the two-tone red/black look is entirely deliberate – it’s inspired by the Onyx supercar concept. Fortunately, the mods go deeper than just a textured paint job.

Is it all RCZ R bits under the bonnet?

Yes, hence the 270bhp output from just a 1.6-litre, turbocharged four-cylinder. The front wheels only are tasked with applying 270 horses and 243lb ft, but are assisted by a torque-sensing front differential to limit wheelspin. The 44.1mpg and 169g/km economy figures of the RCZ R have been preserved too, says Peugeot.
Performance figures haven’t been announced, but note the mechanically identical RCZ R does 0-62mph in 5.9sec and is limited to 155mph flat out. The 308 R should be faster still, thanks to an exotic cocktail of new materials…

Has Peugeot come over all carbon-crazy?

How did you guess? Only the roof and bootlid panels of the 308 R are carried over from the new hatchback: the doors, front wings, bonnet and bumpers are all carbonfibre. The chassis is the same EMP2 aluminium platform as that of the regular 308, itself 140kg lighter than the old car.

What else is new?

The 308 R rides on bespoke 19in wheels wearing 235-section rubber, and is stopped by Alcon racing brakes measuring a meaty 380mm up front and gripped by four-piston calipers. The whole car sits 26mm lower to the ground than a showroom 308, and stands 30mm wider.
The bodykit comprises aggressive new air intakes, side skirts and rear bumper with larger exhausts and a bootlid spoiler. Slimline door mirrors are a new addition for the R too.
Sounds like a proper job then…
It does, though we suspect the reason for the depth of the makeover is that this is just a concept car. Though Peugeot insiders admit they’d love company execs to sign off a 308 hot hatch, badged either GTi or R, it won’t happen unless the bean-counters are absolutely convinced there’s a business case there.  If (or more likely, when) Peugeot does produce a halo 308, you can bet it won’t get the extortionate carbonfibre bodywork of this show car.

Toyota has released fresh information regarding its 414bhp supermini concept ahead of its debut at next month’s Frankfurt motor show.
The Yaris Hybrid R drivetrain features Toyota Motorsport’s 1.6-litre racing petrol engine to power the front wheels and twin electric motors generating 60bhp apiece to run those at the back, giving the car all-wheel drive and a combined output of up to 414bhp. The car also makes use of a supercapacitor inspired by Toyota’s TS030 Hybrid Le Mans racer – energy generated under heavy braking is stored and can be quickly deployed to the rear wheels for an extra burst of power.

Haven’t we heard this already?

Mostly yes, but Toyota has gone into greater detail about precisely how its latest concept functions under the bonnet. For instance a third 60bhp motor is located between the engine and six-speed sequential transmission, operating as a generator which feeds power to the supercapacitor during deceleration. Sounds very Back To the Future – where’s the Mr Fusion reactor, Toyota?
Under heavy acceleration – if the front wheels can’t cope with the power and torque coming from the turbocharged four-cylinder engine – it again works as a generator, sending excess torque to the rear motors as electrical energy, a form of traction control designed to boost acceleration and control rather than simply limit engine power. It’s this sort of speed-enhancing tech that’s set to make future hot hybrids more fun to drive, hopes Toyota.

What else is new?

The Hybrid-R’s rear electric motors also serve as generators when the car is braked, a function which can be used to alter the torque distribution and improve handling.
By independently switching between functions, the system can send more torque to the outside rear wheel while simultaneously applying braking force to the inside, limiting understeer and adjusting the yaw effect when cornering. If the torque vectoring tech sounds familiar, it’s because ultimate hybrids like the Porsche 918 Spyder use a similar set-up.

 

Here’s the first image of Toyota’s new hot hatch concept: a Yaris Hybrid boasting a faintly ridiculous 400bhp power output.

You won’t be surprised to learn the Yaris Hybrid-R isn’t intended for series production: it’s just a party piece to celebrate 5.5m worldwide Toyota hybrid sales since 1997, and point to future Toyota hybrids that the company says will offer faster performance and a grin-inducing drive.

What powers the Toyota Yaris Hybrid-R concept?

Under the bonnet, the super-Yaris uses Toyota Motorsport’s 1.6-litre racing petrol engine to drive the front wheels. Twin electric motors power the rear wheels for all-wheel drive traction. The car employs know-how from Toyota’s TS030 Hybrid Le Mans prototype racer, too. Energy is harvested under heavy braking and stored in a quick-spinning capacitor, and deployed to the rear wheels for an extra boost in performance.

What else is Toyota bringing along to the Frankfurt show?

You’ll see the latest steps Toyota has taken to make a production fuel cell vehicle viable, ahead of a fuel cell hybrid going on sale in 2015. With Hyundai already poised to release a fuel cell-powered ix35 crossover, Toyota’s looking to fight back in the race to get ahead in the alternative powertrain market.

Meanwhile, Toyota’s luxury offshoot Lexus will preview its new Frankfurt releases tomorrow at 9am, so stay tuned to CAR Online as we bring you up-to-the-minute coverage of one of the world’s biggest motor shows.

 

Page 106 of the new Range Rover Sport’s owner’s manual contains the following revelation: ‘this vehicle is not designed for cornering at the same speed as conventional passenger cars any more than a low-slung sports car is designed to perform satisfactorily under off-road conditions. If at all possible, avoid sharp turns or abrupt manoeuvres.’

Having driven the Range Sport around Rockingham’s soaking infield circuit 0.6sec faster than our ‘low-slung’ Subaru BRZ long-termer, that first bit of text is clearly cobblers’. Hold the Tipp-Ex on the second part, though, because I’ve just ploughed the Range Sport through an old quarry lake, water lapping over its headlights and a tsunami-sized bow wave threatening to engulf photographer Greg Pajo as I powered back onto dry land. After that, I don’t feel compelled to put a brand new Japanese sports car into a salvage auction to prove the point.

'An automotive Swiss Army knife'

It’s an automotive Swiss Army knife, this Range Rover Sport, and very few cars have ever come anywhere close to its level of all-encompassing ability. We’re not driving the bells and whistles 5.0-litre supercharged Sport with its 503bhp and 461lb ft, either: this is the SDV6, a car that sits just one step up from the bottom of the range and one that Brits will typically buy. Its 3.0-litre twin-turbo diesel makes 288bhp and 443lb ft while promising 38mpg and 199g/km. You’ll pay from £60k, that figure rising to – hark the press car bells and whistles – £75k for our highfalutin Autobiography specification with its sliding panoramic roof , 18-way powered leather seats, heated steering wheel, three-zone climate and various other fripperies.
If you’ve ever driven the outgoing Range Sport, trading up to the new model will feel like stepping out of a pair of concrete boots. Push on down a tricky B-road and, yes, the 2005 Range Sport would show its bigger, lumbering Range Rover father a clean pair of heels, but then the 2002 Range Rover liked to roll about like a cat in a heatwave. It was the comparison with rivals – not relatives – that spotlighted the Sport’s deficiencies: it felt like a hefty, sometimes chaotic car to hustle and its Cayenne and X5/X6 classmates were a year advanced when it came to physics lessons. Not any more.

That’s because while the new model is still recognisably a Range Rover Sport – you need to see old and new side-by-side to really appreciate the quite radical differences – an engineering revolution lies at its core. The old Sport’s steel bodyshell was attached to a cut-and-shut Discovery T5 ladder-frame chassis; the new model features an aluminium monocoque that’s derived from the new Range Rover but is in fact 75% new.

'Land Rover hasn’t just rescued the Range Sport from a tailspin'

At a still-hefty 2115kg, our diesel V6 is nonetheless a substantial 420kg lighter – equivalent to a car full of adults each carrying a heavy suitcase! – than its predecessor, and it’s stiffer too, which means the engineers have been able to tune the suspension – double wishbone front, multi-link rear, air springs all round – for extra handling precision. The new Range Sport is lighter, it’s more agile, it’s faster, it’s more fuel-efficient – Land Rover hasn’t just rescued the Range Sport from a tailspin, they’ve pulled back on the controls and turned it into a virtuous circle.

But while experiments on-track and off-road illustrate the extremes of this car’s competencies, it’s the bit in the middle that we need to focus on, the bit that virtually every Range Sport owner is going to spend 100% of their time doing: driving it on the road.

You climb into a cabin that feels almost a carbon copy of the new Range Rover with its aggressively angled dash, simplified interfaces and luxurious finishes. The corners of the car are easy to identify from the driver’s seat, the cockpit feels light and airy and rearward visibility is good considering you’re dealing with almost five metres of metal – our car’s reversing camera ably makes up for the bits you can’t see, and it’s a worthwhile £300 option on low-spec cars.

'Trading regal for racy'

Yet there are some important distinctions versus the Range Rover, and they subtly signal what’s in store before you even press the starter button: the rotary gear selector is gone, replaced by a stubby Jaguar F-type stick; you sit lower in seats that remain extremely comfortable but offer far more aggressive lateral support; and the steering wheel is noticeably smaller, a clear nod that you’re trading regal for racy.

It’s a fabulous ambience, one that’s let down only by a pair of clicky, cheap-feeling paddleshifters and that dated infotainment system that’s still too unintuitive and requires too many button pushes to access its functions. The new shortcut buttons that border the screen are a partially successful fix, but they’re sticking plasters that disguise a deeper malaise. Arms shorter than a T-Rex? Just try tapping the ‘menu’ button on the far left of the screen: the rakish dash means it’s as out of reach as the ticket at the multi-storey car-park barrier. The German rotary controllers do it better, and one day Jaguar Land Rover will abandon this entire philosophy in favour of something more intuitive and less distracting. Preferably something that better compliments the slick TFT renderings of analogue dials that fill the instrument binnacle on our top-spec car (lower specs get plain old dials, sorry).

But on the A1, heading for North Yorkshire, the niggling gripes melt into the background because the Range Sport proves a faultless companion: the ride quality on our 21-inch rims is superb, a spot-on combination of tied-down body control and easy, indulgent compliance; wind and tyre-noise is a distant hum; the eight-speed auto slips through its ratios like a blackjack dealer expertly shuffling the pack and the V6 turbodiesel is happy to play wallflower.

Despite its dynamic brief, the Range Sport cocoons like a limo, and it’s far kinder to those in the back than it once was, largely because the dimensions are suitably enlarged: the wheelbase stretches by 178mm, and it’s 4mm lower and 62mm longer too. So the boot is larger at 784 litres – though it still looks relatively small for such a big car, the high boot floor disguising our optional, whopping full-size spare that now sits under the carpet rather than dangling below the chassis like a cow that’s missed a milking. That stretch in wheelbase means the looks are far better balanced than the truncated original, and there’s more space for rear-seat lounging – you can even recline the rear seats for a properly business-class experience. The rear headrests might be far firmer than the S-class-like plumpness that indulges those up front, but George Michael will be no safer from dozily plunging onto the fast lane of the M1 than he was while relaxing in the back seats of any other Range Rover.

Not convinced that a car this big and seemingly practical can seat only five? You can spec a part-time third row of seats, and they could prove a life-saver for larger families and celebrity narcoleptics alike, though for rather different reasons.

'Best-of-both-world’s fix for agility and ride quality'

A couple of hours of painless dual-carriageway schlepping and we’re off the major routes, ready to scythe across the epic sweeps and undulations of the Yorkshire Dales. It’s at this point that Land Rover suggests you hand over a little more cash: base cars get standard dampers and anti-roll bars, but you can also choose active dampers and standard anti-roll bars while high-spec models get a Dynamic chassis that heralds active dampers and active anti-roll bars that firm up during cornering but de-couple on the straights to give a best-of-both-world’s fix for agility and ride quality. Range Sports that come with that latter option also come with an electronically controlled rear locking differential and torque-vectoring tech.

Absolutely no prizes for guessing that the press office has supplied us with a Dynamic-equipped car, something that’s absent from the TDV6 and base SDV6 models, coming on stream only with the £65k SDV6 HSE Dynamic and our £75k SDV6 Autobiography.

Reach down to the Terrain Response dial – usually synonymous with its mud and ruts and grass/gravel/snow off-road settings – and switch it to the squiggly road symbol and you’ll tap into the full performance-boosting spectrum that the Dynamic cars offer: it firms up the dampers, adds a bit more weight to the steering and diverts additional torque from the front to the rear wheels.
Unlike some German rivals, there’s not a massively pronounced difference between the dampers in their Dynamic and standard modes, but you do notice that the body control tightens up and the chassis stops its light rocking back and forth, and yet the trade-off in ride quality is so small that you could easily forget that you’ve gone hardcore, and end up defaulting to it all the time. I did; I preferred it.

The steering – an electro-mechanical system the like of which is so often whinged about when we’re road-testing Porsches – is beautiful: nicely weighted, quick, responsive and accurate, and there are even subtle hints of the fizz and buzz of the road surface making its way back up through the rack.

And we already know that this thing can carve corners, right? There’s limited roll and tenacious grip from the front end that will cede to understeer if you’re over-ambitious, but more likely you’ll sense that you’ve worked the front tyres to their limits and ease the car into the corner, then get back on the throttle really early and let the E-diff and torque vectoring and anti-roll bars do their thing, swooping you through the apex and powering you out of a bend that’d see you disappearing for a spot of spontaneous off-roading if you tried the same thing at the same speed in the old car.

'It feels mischievously good to drive'

Throw in a sodden surface and you’d have some difficulty shifting a well-driven Range Sport from the rear-view mirror of a modern performance car such are its point-to-point abilities. The elevated seating position makes sighting cross-country easy, gives excellent visibility for overtaking, and then you just lean on that chassis, knowing that there’s abundant grip, that there’ll be no lurching and untidy compressing of suspension as you flick-flick through direction changes. It feels mischievously good to drive.

There is an Achilles heel for our SDV6, though, and it’s a big one: it’s just not quick enough, the powertrain relying on the brilliant chassis to supply the speed rather than the grunt alone. The same engine in a Jag XF Sportbrake feels only just potent enough to deliver the kind of thrust we’ve been so spoilt with in modern six-pot turbodiesels. In the Range Sport, with an extra 235kg to lug, it feels noticeably blunted, and at first you’ll probably shift down when you feel the mid-range isn’t quite delivering the pace you expected, only to find yourself rapidly climbing out of the powerband and wishing there was more top-end to exploit. The reluctant, soggy throttle response doesn’t help the cause, either.

It leaves a gap for a rival to nip in and romp to glory, and that rival already exists: a Porsche Cayenne Diesel S is yours for £58k – £2k cheaper than a basic SDV6 – and its V8 turbodiesel blows our test car so far into the weeds that you’ll need every bit of the Range Sport’s four-wheel-drive hardware to get it back out again. Is the Cayenne as good off-road? Probably not, but we know that’s its abilities are still far beyond what pretty much anyone out there actually requires.

The Range Sport stands as a massive achievement, a car I’d happily own and recommend, but the Cayenne Diesel S does everything that you actually need it to do as well or better and it’s yours for less cash – as much as £7k less if you factor in the Dynamic kit you’ll need to make your Range Sport handle like ours. How do you argue with that?

 Words: Ben Barry Photography: Greg Pago

 

Yes, it’s a Honda CR-V with a downsized diesel engine displacing a measly 1598cc. Our test car didn’t even have four-wheel drive to salvage fractional off-roading kudos. So, be still your beating heart, right?

Well, with five million CR-Vs sold since 1995 – and a fair few still tooling around, we’d wager – a cheaper, more economical, eco-friendly version of a bona fide sales winner is no bad thing. And since the 2.2 i-DTEC CR-V recently triumphed in CAR’s family 4x4 Giant Test, this new £22,800 CR-V-lite could turn out to be an unsung working-class hero. Read on to find out.

A 1.6-litre derv in a whacking great Honda CR-V. Do the numbers add up?

On paper, the numbers look fractionally the right side of ‘that’ll manage’. The 1.6 i-DTEC develops 118bhp and 206lb ft: that’s 30bhp and 15lb ft down on the 2.2 i-DTEC, but, the 1.6 has more in its arsenal than top trumps. Peak torque is on hand (or under foot) from 1750rpm – 250rpm lower than the bigger diesel, so the little brother’s not going to sprain its crankshaft every time you call for an opportunistic A-road overtake. More impressively, Honda’s new 1.6 is the lightest diesel engine in its class – its aluminium block helps deliver up to a 47kg saving versus the 2.2-litre.

I’m not convinced…

That’s not the end of the weight-saving tactics. The 1.6-litre CR-V is only available in front-drive configuration – don’t bleat, you were never going to green-lane it anyway, yet alone try and master the Dakar. Binning the rear driveshafts and adaptive all-wheel drive gubbins saves a further 69kg, meaning a total weight of 1543kg. That’s around 100kg less than a diesel Accord Tourer. For a full-size family crossover with a 1669-litre loadspace, we’d say that’s a good result for the entry-level CR-V.

Must make for decent economy too?

Indeed it does. Honda undermines its achievements with a typically optimistic 62.8mpg figure, which is as attainable outside of a laboratory as a CR-V reaching Everest base camp. However, in mixed driving, our test car cracked 49.6mpg, with a motorway cruising consumption of better than 50mpg. For comparison, our long-term 2.2-litre CR-V averages 40mpg. Factor in the 1.6 i-DTEC’s £30 road tax bill – compared to the 2.2’s £140 charge – and the weeny engine really starts to make a case for itself. As long as it’s decent to drive…

So, is the engine up to the job?

In a word, yes. There’s enough torque low-down to keep the CR-V flowing in regular traffic without ever feeling truly underpowered, even when merging onto motorways. If you’re used to the urge of the larger motor, you might miss it, but in isolation the 1.6 gets away with its diminutive outputs in everyday driving. The positive action of the six-speed manual gearbox is a real boon here too – it’s very easy to stay in the engine’s sweet spot. Unlike other downsized dervs, this one doesn’t appear to suffer a refinement deficit either. Sure, it’s still an uncultured, vaguely agricultural-sounding mill if you’re goading it, but in truth it’s no more vocal than the four-banger in the nose of a BMW X1 20d.

What’s the rest of the CR-V like?

Good without being remarkable, but certainly good enough. You can enjoy CAR’s video review of the Honda CR-V here, or click here to read its Giant Test victory against the likes of Toyota, Ford, and Land Rover. Meanwhile, CAR’s Jesse Crosse is running a CR-V as his long-term test car – it’s fair to say we’ve got Honda’s soft-roader covered off. Suffice to say it’s car-like in the extreme, from the driving position to the control weights and even the handling balance, and for the CR-V’s intended audience, that’s bang on the money. The cabin lacks any pizazz (The Power Of Dreams here is the snore-inducing design) but feels sufficiently family-proof.

Our test car was, somewhat inexplicably, given its August loan period, wearing a set of cold weather tyres. The squidgy rubber causes more sidewall-roll and an earlier transition to understeer than a summer-booted CR-V, and a touch more road noise. In any case, a good set of winters is a far superior cold weather companion than the adaptive all-wheel drive, regardless of what the brochure might have you believe.

And the price?

The most basic CR-V 1.6 costs £22,800: £1295 more than a 2WD petrol model and £1910 less than the cheapest 2.2-litre diesel. Our test car was a top-spec SE-T, which starts at £25,425. For the extra outlay, you get sat-nav, Bluetooth connectivity, front and rear parking sensors, automatic lights and wipers and leather touches inside.

Verdict

So, you’ve made it to the end of a Honda CR-V 1.6 diesel review. Your reward? To know that this version isn’t just a worthy addition to the CR-V range – it’s the pick of the bunch. One caveat – try a diesel-fired Mazda CX-5 first. It’s more engaging to look at, sit in, and drive, if not as frugal as Honda’s UK-made effort.

 

The Audi S3 Sportback is the ultimate version of the Audi A3, chasing down the BMW M135i and the pricey Mercedes A45 AMG. ‘Sportback’ is Audi-speak for five-door, meaning that this car blends mind-bending performance with the practicalities of one of our favourite hatches. It’s the second of three body styles – there’s an S3 saloon coming, as well – and is currently the most expensive in the A3/S3 range, but is it worth the extra cash?

How hot hatch is the S3 Sportback?

We’re spoilt rotten with hot hatches – and the S3 Sportback serves up performance times that would have seen it listed as a supercar only a few years ago. Its 2.0-litre turbo four-cylinder engine, shared with the Golf R and related to that found in the VW Golf GTI, makes 296bhp, just as it does in the three-door model. There’s also 280lb ft of torque on tap from a low 1800rpm all the way through to 5500rpm. Option the six-speed S-tronic (£1480) and you’ll be using those steering wheel mounted paddles, quattro all-wheel drive and 18in rubber to try and match the 4.9sec 0-62mph claim. That’s only a single tenth behind the 30kg lighter three door, and while its 0.3sec behind the A45 AMG, its £5105 lower starting price makes the deficit easier to deal with.

What’s unique to the Sportback?

Space. The five-door means you can throw the shopping in the back seat, pile friends in or move bulkier items (use your imagination) more easily. Not only is rear-seat entry and egress easier, there’s actually more room: 15L more than the three-door S3 with the seats in place, extending to an advantage of 120L – for an 1180L total – with them folded flat. You’ll pay £620 more for the privilege, and while the 1445kg is more than the three-door, it’s 70kg less than the previous model – which also had 29bhp less. Convinced?

It’s all about performance, though, so what’s it like to drive?

You won’t have read this in recent times: an Audi loaded with character. Yet that’s what the S3 Sportback is. The outside has the S3’s chunkier bumpers, roof-mounted spoiler with 18in alloys and signature silver mirrors. You’d rather be behind the flat-bottomed steering wheel, though, perched in the comfy, well bolstered yet supportive leather chairs peering through to the white-needles on grey gauges.

Set the driving position to dance on the stainless steel pedals, hit the engine start button on the console and mash the right pedal – and the S3 bursts into life. From the bassy idle, the 2.0-litre four-pot has a purposeful yet unobtrusive tone. It sounds potent yet doesn’t overshadow the drive when you’re trundling through town on the slightly firm but not crashy suspension, but give it full beans and the backtrack steps into the spotlight with an almost metallic, touring car-esque tone. Your fingertips will feel the grooves in the shift paddles as you pull back for another gear, the puffs of air a joy to hear as the Sportback pushes on forward. Corners? Tight body control, great seats and brilliant road holding back up excellent traction for a quick exit, with power poured on early.

Verdict

The S3 is a blast and takes the necessary step up from the lower-spec VW Group cars – such as the GTI – not just in acceleration numbers, features and price, but also in the overall experience. It’s still not the last word in driver involvement, but its blend of refinement, practicality and that beautifully tactile cabin make it a serious player.

Peugeot's new midsize hatchback, the 308 which goes on UK sale in January 2014, does not have a 'sport' button. No variable rate steering, no adaptive damping that varies the ride from spine-impacting to mild teeth-chattering, no myriad engine maps. And there, in microcosm, is the essence of this car: it is set up to get you from A to B simply, comfortably, quietly and fuel efficiently. Like French cars of old in fact, and there's absolutely nothing wrong with that. Prices will start around £14,500 for the 82bhp, 1.2-litre basement model: we tested the pricier, faster 1.6-litre petrol and diesel versions.

That's not a Peugeot, that's a Volkswagen, ja?

Look at the 308's flanks, and it could be a Golf, with its triangular rear pillar, tall glasshouse and understated sheet metal. The rear looks anonymous-Japanese-hatch but with Peugeot's trademark C-shaped lamps grafted on; only the front has any presence with its undulating bonnet, chrome grille and intricate headlamps. This is a neat and tidy conservative design that tries desperately not to offend, but at the same time it sacrifices the presence and flair of the 208.

Is the interior an improvement?

Peugeot is playing it safe, and seeking to attract the rational, middle-class Golf customer. The cockpit is pared back like the exterior, but in a way that feels progressive and stands out. Old-school buttons are banned, aside from a few token essentials like hazard warning and the electronic parking brake. No stereo knobs to twiddle, no air con dials to adjust to that nearest half-degree, pretty much every function is controlled via the intuitive touchscreen (if you're among the 90% of UK customers who go for trim level 2 and above, which includes standard navigation).

The cabin is a clean, rather fabulous environment, with classy feeling, durable materials, meshed together with precision - much like a Golf then. There is one admission to Peugeot quirkiness: the 208's button-sized steering wheel reappears, positioned beneath a high-mounted binnacle, designed to help drivers keep their eyes on the road. There was a consensus among the mis-shapen journalists on the launch that it was possible to achieve a decent, low driving position without having the wheel obscure the dials, unlike with the 208.

What's it like to drive?

This is the Lionel Richie of driving experiences, easy like Sunday morning. The electrically assisted power steering is lighter than Breeze AM, and likes to take its time as it floats from lock to lock. This isn't to discourage vigorous driving - the front end can summon decent grip, if you want to get all aggressive in corners - but the 308 is best-enjoyed at a relaxed pace. Peugeot says it worked hard to quell noise, and the 308 is a supremely refined car. At motorway speeds, tyre roar from the 18-inch Michelin Pilot Sports is smothered, the petrol or diesel engine's low resonance fractionally more audible, along with a smidgen of wind noise. There's only one car that's as genteel - yup, that Golf again. And the 308 rides well, undulating smoothly over bumps and ridges, although the downside is roly-poly cornering.

The 1.6-litre petrol is workmanlike, mustering 155bhp with a characterless drone, and spinning to 6000rpm through six, long gears. It feels reasonably quick: 0-62mph takes 8sec, but you'll muster 49mpg on the combined cycle. Despite taking 10.2sec to reach 62mph, the diesel is more compelling, with 200lb ft of torque providing a decent surge, and more frequent gearchanges boosting involvement. This e-HDI 115 drinks 74.3mpg on the combined cycle, and emits 95g/km of CO2. But this unit will be replaced by a Euro 6 compliant, 120bhp unit from spring 2014, capable of a lofty 91mpg. A turbocharged 1.2 petrol arrives at much the same time, with 110 or 130bhp.

A new six-speed automatic is on the way too, but it's a torque converter rather than a high-tech dual-clutch unit. And the sooner Peugeot pensions off its obstructive manual 'boxes, with a throw so long the cogs are seemingly in different postcodes, the better. The brake pedal initially displays Peugeot's hallmark sogginess before biting too: such a shame these critical contact points undermine the sharpness of the drive. Because in other ways, the 308 is on the money: it packs sufficient cabin space into a footprint smaller than the outgoing car's, has a 470-litre boot that's biggest in class, and weighs 140kg less than its predecessor.

Verdict

Has Peugeot done enough to flay Ford and vault VW? Keen pricing should make it a contender: expect to pay £17k for a lower powered 1.6 with touchscreen and nav. But the 308 is too much of a mixed bag. For a company renowned for exterior design, the 308's conservatism is a disappointment; conversely, the progressive, largely high quality interior is a winner. If you consider yourself a sporty driver, look away now, but if you enjoy life at a relaxed pace, then Peugeot's new hatchback should be on your shopping list. Just wait for the new engines.

The Alpina name has heritage and credibility as not merely a BMW tuning house, but an official manufacturer in its own right. Yet can its high-performance BMWs stay relevant against BMW’s own M Cars? We’ve tested the B3 Bi-Turbo to see if it’s a worthy answer to the forthcoming M3 saloon.

What’s Alpina done to the engine?

Make no mistake: this is not a quick series of tweaks, but a thorough reworking of the 335i M Sport that the B3 is based upon. The 3.0-litre six, which uses a single turbo as standard, has had a two smaller turbos fitted instead for improved throttle response, with power upped from 308bhp to 404bhp – only 4bhp less than the outgoing V8 M3. Breathing through a stainless steel exhaust, there’s loads more torque, too, with 443lb ft (up from 295lb ft) being sent through an eight-speed ZF automatic. In order to cope, Alpina has strengthened the diff and rear axles, with its own ECU running the show.

The performance?

Alpina says that the B3 will charge from zero to 62mph in 4.2sec – that’s 0.6sec better than the dual-clutch M3 and 0.3sec up on the Mercedes C63 AMG. It’s also a full second faster on the standard 335i M Sport, while the B3 has a top speed of 190mph and it can reach 125mph in a mere 14sec.

What about around corners?

To make the most of the power, there’s a set of stiffer Eibach springs, anti-roll bars and Alpina’s own bump stops. There’s more negative camber on the front wheels, and while the ride height is actually standard, a set of Michelin-shod 20in alloys, Alpina body kit and bootlid spoiler gives the B3 a menacing stance, especially in sinister black. The wheels host massive 18in brake discs, squeezed by four-piston front and twin-piston rear calipers using Pagid pads.

So what’s it like compared to an M3?

The sheer power of the B3 is undeniable: turn the key and the warm, bassy idle turns into a shriek when you give the spongy throttle the full right foot, with a near instant response. The trick is to use the adaptive damping modes, because while Comfort is great around town, it’s too spongy to make use of the extra poke effectively. Hit Sport and the added firmness gives the B3 much more poise into a corner: there’s brilliant turn in, with the one of the most direct steering set-ups of any saloon on sale, but body control could be better. The B3 is upset by every single dip in the road, losing focus and clarity on longer corners as it won’t stay true like an M3 would. There’s plenty of traction, but the dynamics can’t make the most of the power and the brakes aren’t up to it either, with the weighting of the pedals and steering so far apart that it just can’t put it all together. As good as the out-going M3? No.

Where and why would I buy one?

The B3 is sold at Alpina’s sole UK dealership in Nottingham. It’s not a case of turning up in your 335i and asking for it to be fettled – the B3 is sold as a complete package. Why would you go for one? It offers exclusivity and more performance in a car that’s based on a benchmark saloon, so it can hardly be dismissed. There’s still the BMW fit and finish, the same ergonomics and driving position inside that are core to the standard 3-series’ class-leading success.

Verdict

The factory car’s finesse is slightly diluted for the B3, forsaken for a boy racer, in-your-face character that makes it fun, but not as honed and refined as an M Division product. And, at £55k, it’s pricier than the more accomplished M3 saloon to boot.

 

Land Rover is entering a new hybrid era with two new part-electric models: the Range Rover Hybrid and Range Rover Sport Hybrid. Both cars use an identical diesel-electric drivetrain, post identical economy and CO2 claims, and should offer comparable performance to their V8 sisters. Too good to be true? Read on the for complete tech spec.

What engine do the Range Rover Hybrids use?

As CAR reported in our comprehensive spy shots story earlier in 2013, the Range Rover Hybrid and Range Rover Sport Hybrid use the 258bhp 3.0-litre V6 turbodiesel engine already found in ‘entry-level’ version of the new Rangie.

What does the Hybrid model add?

The Range Rover Hybrids use a 47bhp electric motor integrated directly into the eight-speed ZF automatic gearbox – a set-up that saves weight and reduces friction. The motor develops a healthy maximum of 125lb ft of torque from its first rotation. The peak torque figure of the hybrid driveline is actually 516lb ft – the same as a Porsche Cayenne Turbo’s output, and 192lb ft more than Porsche’s own petrol-electric Cayenne S Hybrid.

Sounds pretty powerful for an eco-model…

It is. With 516lb ft on tap from 1500rpm and a combined power output of 335bhp, the Range Rover Hybrid and Range Rover Sport Hybrid both hit 62mph in less than 7.0sec, and top out at 135mph.

What about the economy figures?

Both hybrid Rangies score 44.1mpg, easily outperforming the regular turbodiesel’s 37.7mpg combined cycle figure, while also delivering a 26% reduction in CO2 emissions, down 27g to 169g/km. The cars’ electric motors are also capable of powering them on battery power alone at up to 30mph, but only for one mile. The motor also acts as a generator when coasting to recharge the batteries.

No doubt those batteries take up a lot of space and add weight?

Land Rover claims the entire hybrid system adds 120kg to the respective weight of each car: the Range Sport Hybrid is 2372kg and the Range Rover Hybrid is 2394kg.

The batteries have been cleverly packaged to prevent them intruding into the cabin in the event of a collision. Mounted in a reinforced boron steel cradle under the cars’ floors, the cells are water-cooled, improving their ability to retain charge in high ambient temperatures. Slinging the batteries underneath the car enables a low centre of gravity, while impressively, both cars retain their cargo space and regular seating configurations – with seven seats in the Range Rover Sport still an option.

When can I buy one?

Order books open on 10 September 2013, and you’ll be able to check out your potential purchase at the 2013 Frankfurt motor show. First deliveries will commence in early 2014, with prices expected to be on a par with the supercharged petrol V8 models, at around £82,000 for the Range Rover Sport Hybrid and £100,000 for a Range Rover Hybrid.

Vauxhall will unveil its new Monza coupe concept at the Frankfurt motor show in September 2013, exactly 36 years after the original Monza was revealed at the very same event. This sleek new Vauxhall isn’t a retro throwback though – it sports a cutting-edge gas/electric powertrain that promises to be even more frugal than Vauxhall’s own 235mpg Ampera.

So the new Monza shows the future of Vauxhall, does it?

Yes, according to Dr. Karl-Thomas Neumann, Opel/Vauxhall CEO. He’s proposed that the two critical features of new Vauxhalls should be maximum connectivity for different technologies, and ultimate efficiency. The car’s sharp-edged styling is also set to inspire the next generation of Vauxhall cars, too.

It looks a good bit sleeker than your average Insignia…

The Monza stands 4.69m long – the same as the current Vauxhall Cascada convertible. At 1.31m tall though, it’s 170mm lower than an Insignia saloon, though Vauxhall claims the car still offers space for four occupants and a 500-litre cargo bay, thanks to the slightly flattened roof panel. It’s disguised by the slimline, polished strip which runs from the A- to C-pillar, across the full-length gullwing doors.

What are the technology highlights inside?

There’s no giant infotainment widescreen display: instead, 18 miniature LED projectors turn the entire dashboard structure into an interactive display surface, creating 3D graphics for infotainment and web-browsing. Instead of the usual Vauxhall fare of multiple dashboard buttons, all the Monza’s functions are activated by voice commands.

There are also three modes of smartphone connectivity: ‘Me’, ‘Us’, and ‘All’. The first setting shuts down all smartphone functions except those expressly wanted for driving, like navigation commands, or music playback. ‘Us’ allows connection between a set group of family members and close friends, while ‘All’ allows anyone with a smartphone or tablet to access the car’s journey information, encouraging car sharing between people travelling to nearby destinations, says Vauxhall.

It might sound Orwellian, but it’s just one idea in the battle to reduce urban congestion and greenhouse gas emissions. Although this particular system is merely a showpiece, you can bet new Vauxhalls will go big on the iPhone and Android gadget compatibility angle.

What’s under the Monza’s bonnet?

Holding up the efficiency end of Neumann’s promise is the Monza’s new range-extender powertrain. It’s derived from the drivetrain in the Ampera, but swaps a 1.4-litre petrol engine for the Adam city car’s new 1.0-litre three-cylinder engine.

Instead of petrol, the new three-pot runs on compressed natural gas (CNG). It’s used to charge the car’s lithium-ion batteries rather than power the wheels directly: that job is handled by twin electric motors developing a combined 148bhp.

What’s the benefit of burning compressed natural gas in the engine?

Gas-fired engines emit half the CO2 of a comparable petrol version – the VW group already offers CNG-powered versions of the VW Up and Audi A3 in Europe, where the fuel is more readily accessible to consumers. If green-lighted for production, the Monza’s powertrain could easily beat the Ampera’s combined fuel economy of 235mpg and 27g/km CO2 output.

But will I be able to buy a Monza?

That’s not likely: CAR’s first Monza story revealed that Vauxhall would expect to charge around £50,000 to make the car a showroom reality. However, there’s nothing outlandish in the powertrain that couldn’t filter into regular cars, and the CEO promises the sharp design ‘embodies what our customers can expect from us within the next years.’

 

The new VW Golf R has been revealed and it’s the fastest version of the iconic hatch ever. The all-wheel drive flagship Golf now has 296bhp, up from 267bhp, with its 2.0-litre turbocharged four-cylinder engine and all-wheel drive sending the six-speed DSG version from 0-62mph in a feisty 4.9sec – matching the BMW M135i, but still shy of the Mercedes A45 AMG, which cracks it in 4.6sec.

Why would I buy this over a Golf GTI?

The R turns the wick up on the GTI: not only does it deliver 89bhp more than its stablemate, it sits 5mm lower, rides on cooler 18in alloys and wears a butch body kit to set it apart. In place of the GTI’s red, the R division’s signature blue hue has been integrated into the front grille and carries on into the bi-xenon headlights above the gaping front bumper air intakes. At the rear, there’s an R diffuser and smoked tail lamps, but a key signature of past R models – a pair of centrally mounted exhausts – has been binned for twin-oval chrome-tipped versions at each side of the car instead.

What else is unique to the R?

The Golf R is based on the new Mk 7 Golf, meaning it uses the same MQB platform with benefits including increased stiffness and a significant weight saving. While VW hasn’t released a weight figure, expect it to carry at least 40kg less than before and, despite the increased performance, the R uses less fuel, with an EU figure of 39.7mpg. On the driving front, there’s the clever XDS+ electronic diff lock on both axles, as well as an ESC Sports setting (although you can’t turn it completely off). There’s new ‘progressive steering’, too, which VW says is more responsive, while there’s optional Dynamic Chassis Control to switch between Comfort, Normal and Sport modes.

What else does the R come with?

The R comes with its own ‘Driver profile selector’ that includes a Race mode. Pick this setting, and the R’s suspension firms up, throttle response sharpens and the DSG holds onto gears longer. The concept is not a revelation, but the promise that the MQB platform has shown – and the brilliance of the Golf GTI – mean that the Golf R should be a standout performer from the driver’s seat.

What about inside?

The customary three-spoke, leather-wrap wheel is adorned with the R logo, which is also seen on the sports seats (with extra bolstering), the instrument cluster and the infotainment system. There are blue-rimmed dials and detailing, but the 320km/h speedo’s a little optimistic, as the R’s limited to 155mph. A 5.0-inch display is standard, but most buyers will opt for the 5.8-inch or full-colour 7.0-inch touchscreens instead.

How much is it and when can I buy one?

The Golf R will be in showrooms before the end of 2013, and should start at around £30,000 for a manual three-door version.

 

Lexus has released the first picture of what’s expected to be its new SUV concept car, bound for the Frankfurt motor show in September 2013. Clearly set to employ the sharp-creased design and huge ‘spindle grille’ cues from the current Lexus range – not to mention the LF-LC coupe concept – Lexus is nevertheless staying tight-lipped on details of its new model. We’ll see the car revealed completely in early September.

From CAR Online’s recent spy shots, it’s clear a new entry-level SUV is on the way from Toyota’s luxury offshoot, packing hybrid power and with sights trained on the Range Rover Evoque.

So Lexus is building an Evoque?

The new car is expected to be positioned below the current RX SUV, and rival premium crossovers like the Audi Q3, BMW X1, and Mercedes GLA, plus the baby Range Rover. It’s likely to share four-cylinder/electric driveline with the brand’s existing CT200h hatchback, and architectural underpinnings with the existing Toyota RAV4 SUV. However, an electric motor driving the rear axle rather than assisting the front would endow the new Lexus crossover with some degree of all-weather ability.

What’s next in the pipeline for Lexus?

Upcoming Lexus models have a performance-orientated bias to them: insiders suggest a GS-F to rival the BMW M5 is on the way, and a V8 LS-F limo: look out, Mercedes S63 AMG. Recent spy shots appear to confirm that the ‘F’ cars will indeed carry over the controversial ‘stacked’ tailpipe design of the now-defunct (in the UK) IS-F sports saloon

A production version of the LF-CC concept car (think BMW 4-series-sized IS coupe) is also confirmed, as is a flagship sports coupe, inspired by the LF-LC concept car and styled like a mini-LFA supercar.

Meanwhile, Lexus’ mothership brand Toyota has revealed it’ll bring a 400bhp hybrid Yaris to the Frankfurt motor show this year.

More power and pace, less weight and extra helpings of oversteer – here comes the Ferrari 458 Speciale. Regular customers will be reaching for their bank cards and road testers will be jockeying for a test drive of the extreme 458, because Ferrari has taken the most thrilling mid-engined car on the planet and turned the volume up to 11.

The 458 Speciale follows in the smokin’ tyre tracks of the 360 Challenge Stradale and 430 Scuderia, in being the maximum attack version of Ferrari’s current mid-engined V8 berlinetta. Ferrari has shaved 90kg from the regular 458’s 1380kg dry weight (though both cars are heavier with fluids), and extracted a further 35bhp from the naturally aspirated 4.5-litre engine. So at a stratospheric 9000rpm, 597bhp is unleashed (though peak torque remains the same at 398lb ft). The upshot is 463bhp per tonne. Enough to have most supercars quaking; crucially to Ferrari, it edges the 458 Speciale ahead of the McLaren 12C's 459bhp per tonne.

More power, less weight – what’ll it do, signor?  

Up ‘til now, Ferrari has been a little coy about the 458 Italia’s 0-62mph sprint, stating it’s ‘sub-3.4sec’. It isn’t being so vague about the Speciale’s acceleration time, quoting 3.0sec dead: 0.1sec faster than a McLaren 12C. You’ll be doing 124mph in 9.1sec, if you keep your foot in. Ferrari also quotes a 1 minute 23.5 second lap time at its Fiorano track – that’s 1.5sec quicker than a 430 Scuderia. By our calculations, only the new F12 and the forthcoming LaFerrari hybrid supercar are quicker. And the 458 Speciale can pull more lateral g (1.33, if you’re asking) than the mighty F12 with its 730bhp V12 in the nose.

Vents, diffuser – she looks quite distinctive…

Ferrari claims it is blooding significant new aerodynamic features on the 458 Speciale, to ensure balanced downforce and to reduce drag. There’s a new rear diffuser, which means the regular car’s central triple tailpipes must be sacrificed. New enlarged vents up front and at the rear enhance cooling and manage airflow, and the bonnet and sills are reprofiled. 

The 458 Speciale also introduces a new electronic feature, Side Slip Angle Control. Thanks to the development of a new algorithm, SSC can monitor the car’s slip angle like never before, optimising the flow of torque across the rear axle via the electronic differential, to maintain a slide and prevent the driver overcooking it. Ferrari, you have a wicked sense of fun.  

The 458 Speciale will be unveiled at the Frankfurt motor show in September 2013, with production starting soon after. No word yet on prices but expect a chunky price rise over the £178k 458 Italia coupe. Back in 2007, the Scuderia cost £28,000 more than the regular 430. Punters and road testers may think it’s worth every penny, because this Ferrari promises to be very Speciale indeed.

 

Even Volvo’s company insiders admit the V70 (along with its XC70 crossover twin, the S80 exec saloon and the XC90 SUV) is ‘getting on a bit now’. But then, does a family estate need to be at the cutting edge of what’s new and trendy? Surely wrapping up do-it-all practicality in a refined, safety-focused package is timeless?

Volvo refreshed the V70 in early 2013 with exterior tweaks and slight powertrain efficiency improvements. We drove the mid-range £29,520 D3 version to find out if it’s still worth considering in among a swathe of common German wagons.

So what’s changed for the 2013 Volvo V70?

Crisper light clusters front and rear, with a clever new tech party piece in the headlights: it’ll recognise when you’re following traffic while using main beam, and dim the middle aspect of the light, so the driver ahead isn’t dazzled, but you’ve still got a bit of extra light either side for long-range peripheral vision. Handy for overtaking at night, we suspect. There are new alloy wheel designs too, but that’s your lot. Styling is subjective, but there’s a case to be made that the V70 is a refreshing charge from the heavy-handed styling swooshes adorning most BMWs and Audis right now. On the other hand, you might find it as beige as, well, the interior…

Nothing new inside then?

A few tech updates: the V40’s button-heavy but likeable infotainment interface is on-board, and the adaptive digital display for the main instrument binnacle is available as a £350 option. Given it’s a good 350% more attractive than the dated physical dials, it’s worth shelling out for. Otherwise it’s the same V70 we’ve known since 2007, but it’s ageing gracefully, thanks to clean, simple lines and an air of wellbeing and comfort. No sports seats, steering wheel thumb-hooks or go-faster stitching here: it’s just light and welcoming. Mind you, our test car benefits from range-topping SE Lux trim, and a smattering of cost options. The result? A £36,645 price tag. By no means obscene – it is a delightful spec, after all, but a good £7000 more expensive than standard.

Is it practical like Volvo estates of old?

The boot litre count is reassuringly high: there’s 575 of ’em with the rear seats up, and 1600 with the rear backrest folded into a flat load bay. But if bootpsace bragging rights are your main concern, Germany just about beats Sweden. A BMW 5-series Touring sports 560/1670 litres, an Audi A6 Avant 565/1680 litres. The undisputed king of posh estates to moonlight as removal vans remains the giant Mercedes E-class Estate, with its gaping 695/1960-litre Space Shuttle cargo bay. The Volvo does boast a well-integrated automatic tailgate though (standard-fit on all models except the Spartan but fleet-friendly Business Edition): it’s swift enough not to be an irritation, and can be overridden manually without gnashing and whirring from a recalcitrant mechanism, as in some rivals.

Rear cabin space is commendable, with plenty of head-and knee-room for six-footers, and all the seats are mounted a good deal higher than an ‘I’m schporty too’ autobahn refugee. Even the standard V70 feels almost crossover-like in its loftiness, and that pays dividends when manoeuvring this 4.8-metre into the Ikea car part. The XC70 adds yet more ride height and a nod to off-roading with all-wheel drive and rugged body trim.

Is it much cop to drive?

The V70 hails from an era just before someone in Volvo’s marketing department decided to tackle the Teutonic foe with a faux-dynamic manifesto. As a result, the V40, S60 and V60 all suffer from a knobbly, stiff ride. The V70 doesn’t. It’s no driver’s car, and doesn’t even play-act the role.

Like all Volvos, the V70’s seats are supremely comfortable, the driving position multi-adjustable. Try to attack the road from this position and you’ll be met with seafaring body roll, and a predictable transition to understeer. Accept that the doughy steering and absorbent ride are there to direct and suspend the car rather than set a personal-best commute time and you’ll realise this is a refreshing comfortable, refined car that deals admirably with Britain’s rubbish road network. The cabin remains exceptionally quiet until wind noise invades the ambience at a fast motorway cruise, but for the most part this is a supremely refined car that belies its age.

Is the powertrain as relaxed?

We tried the D3 version mated to the £1285 ‘Geartronic’ automatic transmission. Again, it’s not The Ultimate Vorsprung Durch Machine, but it’s a commendable powertrain. The five-cylinder diesel’s warble isn’t dissimilar to a petrol five-pot; the 2.0-litre derv boasts a linear power delivery at ease with the V70’s near 1800kg kerbweight. It’s mainly let down by its eagerness to cut out: stop-start systems ramp up economy figures, but when you’re rebooting the motor once every 50 yards as you creep along in urban traffic, the system becomes tiresome.

The six-speed automatic gearbox has flaws at the opposite end of the speed spectrum. It slurs slow-speed changes easily enough, but can be caught out when slowing from say, 60mph to 30mph for a village limit, taking too long to shuffle down the ratios. Squeeze the right pedal for an overtake on an A-road and it’ll also kickdown perhaps one more ratio than is strictly necessary for this torquey engine.

Don’t bother with manual mode either: the lever action is as tactile as a games console controller and in any case, it’s mounted the wrong way round to a ‘proper’ sequential lever. Don’t go hunting for paddles behind the steering wheel either – it’s not a sports estate, dammit!

Verdict

It’s difficult not to like the Volvo V70, even if it’s easy to pick holes in its vintage, lack of dynamic edge and slightly staid image. Fact is, if you’re after an easy-going family workhorse, you could do far worse than consider the quintessential box on wheels, best sampled – as here – in D3 diesel automatic guise.

 

Can’t really see Suzuki screwing this one up, can you? This is the Swift Sport five-door, mechanically identical to our favourite warm hatch save for two extra rear apertures. You pay an extra £500 for the privilege of family-friendliness, inching the price up to a £14,249.

So it’s good value then?

Oh yes. As with the Swift Sport we’ve driven, liked and known as a long-termer, it's the easiest car to spec on Earth – not one for the online configurator enthusaists among you. Bluetooth and MP3 connectivity, 17in alloys, foglights, tinted glass and cruise control all come as standard. There are new colours to choose from thoguh, like the rather smart electric blue hue of our test example.

Sure, the cabin is hardly dripping with occasion, despite the red stitching, polished pedals, and bolstered seats, but when the kit count is this high, and the overall price still affordable, we can forgive the plain-Jane fascia, with its reunion of class of ’98 Japanese textured plastics. And the tinny stereo.

Is it worth paying another £500 for more doors?

Absolutely. The Swift Sport already cuts a boxy physique, so shoehorning in more doors doesn’t exactly graffiti upon the Mona Lisa. Besides, the Swift’s upright stance means there’s loads of headroom for the five-door to take advantage of, though legroom remains pinched if you’ve got six-footers up front.

However, the five-door negates one of the three-door Swift’s main bugbears: the awkward spring-loaded handles which flip the front chairs forward to grant rear-seat access.

A cramped boot remains the standout black mark on the Swift Sport’s practicality scorecard. At only 211 litres with the seats-up, and 512 once the rear bench folds away, you’ve much less cargo room than a VW Up city car. The high loading sill impedes access for heavy items too.

Still a hoot to drive then?

You could spend all day – a very enjoyable day, at that – driving the three- and five-door Sports back-to-back, trying to isolate dynamic differences between the two, feeling for a touch more rear-biased weight perhaps, or a reduction in stiffness. Don’t bother. Suzuki claims an identical kerbweight of 1045kg for either model, and they’re both equally fun to scamper around in.

Free of wooshy turbochargers, the naturally aspirated 1.6-litre engine loves to rev, and the positive six-speed manual gearbox is a willing ally in keeping the rev needle pointing north. With 136bhp at 7000rpm (!) and 118lb ft at 4400rpm, the modest power means a tricky front diff isn’t needed to quell wheelspin – this is back-to-basics warm hatchery, and all the better for it.

Throw a few corners into the mix and the Sport’s dinky stance really comes into its own. The car feels almost squared-off in the wheelbase, like the proverbial go-kart. It’s agile, manageable and satisfying at speeds well within novice drivers’ limits – and the law’s tolerances. Just don’t forget the less willing rear-seat passengers in the five-door…

Criticisms? It’s still not happy on the motorway, thanks to the short gearing keeping the engine at a buzzy 3800rpm. Stiffer suspension makes for bouncy progress in town too. Still, even Peter Crouch wouldn’t bang his head on the ceiling inside the Swift, even though the car’s driving position is a good four inches too high. If you want a less frenetic model.

Verdict

What’s not to like? The Swift Sport five-door is markedly more user-friendly than its three-door sister, sensibly priced, and still a tonic to drive.

The toy-like styling won’t be to all tastes – the low-rent badge even less so – but if you can look past those subjective foibles, we’ve no trouble recommending the five-door Swift Sport as a cracking warm hatch all-rounder.

 

The Kia Carens comes with seven seats, a choice of petrol and diesel engines and Kia’s seven-year warranty. But is it a smarter way to move a family than the Ford Grand C-Max or Toyota Verso? We’ve tried the entry-level version (not pictured) to see if it can cut the mustard.

So what’s the spec of this test car?

The Carens – now in its third generation – is based on a modified version of the Ceed hatchback’s platform and also uses the same engines. It’s slightly narrower, shorter and sits lower than the previous model, but all trim levels have seven seats – even in this ‘1’ we’re driving, which is the cheapest you can buy. That means it’s running a 1.6-litre petrol four-cylinder making 133bhp and comes with a six-speed manual transmission, with claimed economy of 44.1mpg and 149g/km of CO2. There’s a set of hubcaps on 16-inch steel wheels and LED headlamps on the outside, while standard cabin equipment includes Bluetooth with music streaming and voice recognition, as well as a USB port, air-conditioning, cruise control and steering-wheel buttons as well.  Carens '2' models, like the one in the gallery, right, get alloy wheels as standard.

What about the space?

Here’s the Carens’ strongpoint: it has up to 1650 litres of space to cart dogs, head to the hardware store or move house in. There’s not much space behind the third row of seats, and while most adults will fit in the final row, the second row offers excellent leg-, elbow- and headroom. Every seat in the Carens can be manually adjusted and positioned, which also makes the load area more flexible than rivals – like the Toyota Verso – that run a bench seat as standard. With both rows folded, you’ll get the full capacity and there’s no silly styling to make access tricky: it’s a good old-fashioned box, really. And, the front passenger seat also folds flat easily, again allowing optimal use of the Caren’s carrying capacity.

What’s the Carens like to drive, though?

If you’ve ordered a Carens for its dynamic prowess, you’ve mis-read the menu. It’s as far from a driving experience as a 911 is from seating seven, but that doesn’t mean it’s a mess to drive. The cabin’s dark grey plastic is
reasonable and doesn’t look too cheap or nasty, with modest, neat chrome touches on the switches. The driving position is high, as you might expect, but the seats are surprisingly supportive and well bolstered for a small school bus.

The petrol engine is reasonably smooth and quiet while the six-speed manual has a light action and is easy to use, but the Carens lacks any sort of punch. You need to exercise caution when approaching long hills or roundabouts; quite what it’s like with seven adults in is something we’d rather not experience.

Same goes for the brakes, which don’t inspire confidence, and while it rides comfortably, there’s simply too much travel in the suspension, so it takes forever to settle after a speed hump and dives massively under brakes. In the supermarket car park, you’ll need to plan carefully where to dock the Carens, as the massive turning circle makes slow-speed manoeuvring needlessly tricky.

Verdict

Why would you pick a Carens? Because it has loads of space that’s flexible to access, has great seats, is affordable to own a run. Kia’s seven-year warranty means you can turn the key and go with minimal worry, too. It’s not as accomplished as the C-Max, but it’s a reasonable kiddie hauler.

 

The Jaguar XFR-S is a response to the German super-saloon power war. Since the standard XFR was launched in 2009, BMW’s released a twin-turbo 552bhp M5 to huge acclaim, only recently outdone by the new Mercedes E63 AMG. Switching from a normally aspirated 6.2-litre V8 to a 5.5-litre bi-turbo, the Mercedes musters up to 577bhp – and that’s before you’ve considered the CLS63, or Porsche Panamera Turbo S…

To fight back, Jaguar has equipped its flagship saloon with the uprated version of its supercharged 5.0-litre V8 from the XKR-S, good for 542bhp and 502lb ft. It’ll hit 62mph in 4.4sec, is limited to 186mph flat out, and returns the same claimed economy as an XFR. But can it really be worth £15k more than an XFR, at £79,995? And is it a true M5-slayer? Read on for the complete CAR verdict.

What else has changed between Jaguar XFR and XFR-S?

A new bodykit, with a bespoke front bumper, rear diffuser, and mercifully optional bootlid spoiler – with or without the rear wing, lift is reduced by 68% versus the regular XFR. You get a new design of 20in alloys, the eight-speed automatic gearbox from the F-type, and there's stiffer suspension too. The electrically adaptive limited-slip differential is another F-type carryover, as are the wheel bearings. Brakes are standard XFR items.

Aside from new fabrics and R-S badges inside, it’s standard XFR. It’s still a welcoming cabin crammed with thoughtful attention to detail, but it’s neither as spacious nor as tech-heavy as its German rivals.

Does the Jaguar XFR-S feel noticeably faster?

It certainly sounds it: there’s more muscle car backbeat than an XFR can muster, and there are subtle, violent undercurrents of supercharger whine too. If it sounds more explosive, it certainly feels it, the extra power and closely stacked eight-speeder conspiring to throw you down the road at eye-widening pace, your head involuntarily squashing into the headrest, fingers tensing around the steering wheel.

Up-shift at high revs and the acceleration feels endlessly linear, like someone’s thrown a towrope onto a passing asteroid and you’re being dragged along behind it. It’s a visceral sensation augmented by gearshifts that are smooth at a mooch but thunk with mechanical precision when you go hard.

Is the handling spoiled by the extra power and revised set-up?

Press the Dynamic button and the suspension tightens and the throttle sharpens, but it still manages to work on the road where German set-ups get OTT crashy. Yes, it is firm, it’s busy, but it’s perfectly usable.

Turn in to faster corners and the front end feels sharper than before, the slight smudge of the XFR replaced with a bite of intent, the steering that once lightly twirled now feeding back a chunkier, more defined kind of meat, the body feeling flatter, more together. Feed in the throttle progressively and there’s a hyper-responsive tippy-toes feeling from the rear – you’re balancing it right on the edge. Get to the next corner and flatten the throttle and that tippy-toes feeling turns into a fast slide, one that you tweak any which way you like thanks to an abundance of power.

Is it too hardcore for most drivers now?

No – what’s particularly impressive is that the XFR-S does exactly what Jaguar intended, building on the XFR’s strengths without compromising any of its usability or cruisey refinement, where the harder, faster XK models can feel too stiff and a bit too manic.

Verdict

Perhaps the trickiest thing about the XFR-S is the price, at £80k a chunky £15k more than the XFR, and £6k more than the M5 and E63. Factor in the M5 Competition Pack and E63 S, and you are back into similar money, but those cars again move the goalposts by piling on a little extra performance, Jag hitting back with what’s likely to be a lower final spend on optional equipment, the Germans parrying with better mpg and CO2 figures.

If you’ve got deep pockets though, you can be sure your XFR-S builds on the driver-pleasing fun of the regular XFR, without compromising its usability.

You’re looking at the Golf GTI’s worst nightmare. Never mind the Fiesta ST, 208 GTi and Clio RS nipping at its heels, the real danger to the world’s most iconic hot hatch comes from one of Volkswagen’s own: the new (and near-300bhp) Audi S3.

Boring stuff such as the VW Group’s vast economies of scale dictate that beneath the skin S3 and Golf GTI are somewhat similar, but the automotive equivalent of a stay at the Godolphin Stables has endowed the Audi with four-wheel drive and an extra 79bhp. Forget the GTI – the S3 is as quick as a Porsche 911. Could it be the perfect hot hatch? And is the sight of four stubby exhausts disappearing into the distance something all GTI owners need to get used to? Let’s find out…

‘More torque than the latest Porsche 911’

Fifteen years ago a 911 Carrera with Porsche’s first water-cooled flat-six proudly boasted 296bhp, but the new S3 has just as much power. Plus more torque than the latest 911. The cause? A new turbocharged 2.0-litre that shares only its cubic capacity with the outgoing S3’s engine. For the VW and Audi anoraks it’s no longer the highly tuneable EA133 found in the Scirocco R, old Golf R and GTI 35, but a variant of the newer EA888 that powers both the Mk6 GTI and latest Mk7 GTI. Still with me?

So, it’s on par with a Porsche, and to achieve that, Audi’s used indirect injection to throw lots of fuel into the engine at high revs and produce lots of power. At least that’s what I thought. The S3 has both direct and indirect injection, but unlike Jaguar’s abandoned C-X75 supercar – which proposed to use direct injection in the low and medium range for fuel efficiency, and then port-fed injection for more power at big revs – this 2.0T works the other way around. The direct-injection system is always operational, but indirect injection is only active under partial loads to reduce consumption and emissions. Still with me?

‘Almost as pleasing to the ear as a straight-six’

Thankfully, whatever trickery is at play beneath the bonnet, the resultant sound is about the best made by any four-cylinder: it’s bassy, really deep and rich, and unlike a Megane RS or Astra VXR there’s no domineering turbo roar as the revs increase, just a harder-edged timbre near the redline. And if you’ve got the optional twin-clutch S-tronic ’box, each upshift is accompanied by a whoomph from the quad pipes. Two flaps in the exhaust and an electromechanical actuator near the bulkhead artificially enhance the noise, but who cares when it’s almost as pleasing to the ear as the straight-six in BMW’s M135i.

It’s a sweetly spinning engine too, never droning or labouring as the revs rise, instead whipping merrily towards the 6800rpm cut-out. If only the S-tronic transmission didn’t then automatically upshift: no matter which driving mode you’re in, or whether you’ve slotted the gearstick into Sport or Manual, the double-clutch ’box always selects the next cog rather than letting you run into the limiter. The S-tronic will always kick down too, so you’re robbed of interaction and ultimate control. Still, for those moments when you do beat the transmission to a gearchange, the new steering-wheel-mounted paddles are much more satisfying to use than before. New R8 aside, the paddles in every Audi are flimsier than a credit card, but in the S3 they’re now big and thick, with rubberised centres and metalled edges. I think Audi pinched from the BMW M5. We need them in our RS4 asap!

‘Launch Control gets you to 62mph in the same time as a 911 Carrera’

Want to shift gear yourself? A six-speed manual is standard, and will save you £1480, but the shift is a little notchier than in other A3s, the clutch a little heavier, and you lose out on the upshift theatrics. And it’s only with the S-tronic transmission that the Launch Control electronics scamper you to 62mph in the same time as a current 911 Carrera. Around 60% of customers are expected to opt for the manual, but forgive me, as I’d take the S-tronic.

Yet even with the twin-clutch ’box, and four-wheel drive, the S3 weighs 25kg less than the M135i. Granted the BMW has two extra cylinders, but if you opted for the xDrive version (not available in the UK) then the difference on the scales would increase to 100kg. Thank the S3’s new MQB platform, the same one that underpins every other A3, the Golf and… actually, I’ve put you through enough VW Group jargon. Simply, the new Mk3 S3 is 60kg lighter than the Mk2.

‘Quick, composed, and more agile than the last A3’

And that means it feels lighter and more alert. There’s plenty of grip too, and four-wheel drive means traction isn’t an issue. The smooth roads we were on weren’t the sternest test of the springs and dampers, but sitting 25mm lower on stiffened sports suspension (and going on how an S-line A3 rides on UK roads) I reckon it’ll be rather firm when we get one back in Blighty. Our car didn’t have the optional £995 adaptive dampers but they might be a sensible choice, yet for now the S3 is quick and composed, more agile than the last S3, and definitely more so than the old five-cylinder RS3 that lugs around an extra 160kg.

It’s a sensation no doubt helped by the new Progressive steering. Unlike the Dynamic system in RS models (which can vary the ratio by nearly 100% using a gear in the steering column) the S3 uses a variable-ratio rack akin to what you’ll find in the Ford Focus ST. The teeth get further apart towards the extremities of the rack, and although the S3 isn’t quite as darty as the Ford, the further you turn the wheel, the quicker the steering gets.

‘More communication from the front wheels is definitely needed’

If only the steering was as talkative as the girls that hand out nightclub fliers in Magaluf. In the Comfort setting there’s a little light dead spot around the straight-ahead position, which is welcome when you’re hammering along the autobahn at an indicated 165mph, but not when you stumble across a decent country road on the edge of Munich. I long ago gave up on the Auto setting in any Audi equipped with Drive Select, finding its attempts to constantly keep up with your driving style somewhat clumsy, so let’s switch to Dynamic. Then the weighting is both heavier and more immediate – and with four-wheel drive the steering isn’t corrupted by the torque when you’re turning and applying power – but more communication from the front wheels is definitely needed. Few modern hot hatches have great steering, but that doesn’t mean we accept it quietly.

Speaking of being quiet, does any 300bhp hot hatch fly under the radar quite like the S3? I know the M135i looks little different to a regular M Sport 1-series, and even the 355bhp Merc A45 AMG isn’t that overt, but besides the extra NHS orthodontics in the grille, the aluminium-effect door mirrors and multitude of exhausts, the S3 could be our editor’s new long-term A3.

‘The sports seats resemble a King Cobra rising to strike’

It’s equally restrained inside, unless you spend £795 on the supportive ‘S’ sports seats whose diamond-quilted sides resemble a King Cobra rising up to strike. There are a smattering of S3 badges, and a boost gauge replaces the water temperature read-out in the rev counter, but otherwise it could be any S-line A3. I’d personally like a few more S3-specific touches, though as we’ve said before there are few finer interiors, and everything from the intricate air vents and slender pop-up multimedia screen, to the beautifully lit air-con controls and intuitive MMI rotary controller makes it feel very special. All we’d say is you might want to wait for the more practical five-door Sportback if you’ve got more than two people to carry.

Verdict

Mix that delectable interior with the powerful, rorty engine, plus the lighter and more agile chassis, and the four-wheel traction that makes for easy cross-country speed, and there’s more than enough appeal to make up for a mildly uninvolving driving experience. The new S3 is a good ’un. But a Golf GTI beater…?