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.