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Porsche 918 Spyder revealed
(Wed, 16 May 2012 09:29:00 GMT)
This is the Porsche 918 Spyder, which will go into production late next year.
Its styling is clearly reminiscent of the stunning concept car that was first displayed at the 2010 Geneva motor show.
Power is supplied by a 4.6-litre V8 and two axle-mounted electric motors, which develop a combined output of 759bhp. This will propel the 918 from 0-62mph in just 3.0 seconds, and on to beyond 200mph – yet return average economy of 94mpg and CO2 emissions of just 70g/km. The 918 Spyder can also travel distances of up to 15 miles on electric power alone.
The 918 Spyder is expected to cost more than £650,000. It has racing car-inspired touches such as its 'top pipe' exhausts that exit just behind the carbonfibre-reinforced-plastic (CFRP) monocoque. The design, according to Porsche, helps divert heat away from the hybrid's battery packs.
Rear-wheel steering is aimed at giving the 918 greater cornering ability, while high-performance brakes – with energy recuperation – will help slow things down when required.
Just 918 of the cars will be built, with first deliveries in early 2014.
Pete Barden
 
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2012 Audi A3 review
(Tue, 15 May 2012 16:56:00 GMT)
The new Audi A3 is a hugely important model, because it’s the replacement for Audi’s biggest seller in the UK.
Perhaps that’s why the designers have played it safe with the exterior styling. The new A3 has slimmer headlights and sharper body creases than its predecessor, but it looks much like a face-lifted version of that car.
Don’t be fooled, though. The latest A3 is built on a new platform that will also underpin the next generation Volkswagen Golf. There are big efficiency gains; engine stop-start is now standard across the range, and Audi has used aluminium and high-strength steel to help make the new car up to 80kg lighter than the old one.
What’s the 2012 Audi A3 like to drive?
The diet that the A3 has been on is good news for agility as well as efficiency. Our test cars came on standard suspension (there’s also a Sport set-up that lowers the ride height by 15mm, and an S line set-up that lowers it by 25mm), but body roll was well controlled.
The steering is a little slow, so the A3 doesn’t feel especially sporty. However, it always reacts in a predictable way and the steering weights up reassuringly when you put the Drive Select system (standard on Sport and S line models, and an option on SEs) in Dynamic mode.
Ride comfort also seemed pretty good on the Spanish roads of our test route, although these were significantly smoother than the roads you generally find in the UK, and the suspension didn’t completely isolate us from the few rough stretches we found.
Three engines are available at launch: 121bhp 1.4 and 178bhp 1.8 turbo petrols and the 148bhp 2.0-litre diesel that we spent most time in. The diesel is a strong and flexible performer that’s happy to pull from well below 1500rpm, and while it transmits some vibration into the cabin at idle, it’s smooth at cruising speeds.
Only the dual-clutch S tronic gearbox (which will be available as an option from November) really disappoints, delivering jerky shifts when left in automatic mode. It’s much smoother when you take control using the gearlever or the steering wheel-mounted paddles.
The S tronic works slightly better with the 1.8-litre engine, which pulls eagerly throughout its rev range and makes the car seriously fast.
We also tried two engines that will be joining the line-up early next year. The 103bhp 1.6 TDI boasts CO2 emissions of just 99g/km, yet it's incredibly smooth and flexible, even from low revs.
Perhaps even more impressive, though, is the the 138bhp 1.4 petrol. This turbocharged engine is as strong and punchy as you'd expect, yet emits just 106g/km of CO2 thanks to a clever 'cylinder on demand' system, which shuts off two of the engine's four cylinders when cruising to save fuel.
All versions are very refined at a steady cruise, with a touch of wind noise around the door mirrors the only thing disturbing the peace.
When the new A3 goes on sale, it will be available in front-wheel-drive form only. However, four-wheel drive will be offered as on option later on more powerful models.
What’s the 2012 Audi A3 like inside?
The old A3 had one of the classiest cabins in the small family car sector, but the new one takes things to a whole new level. It’s built from the sort of materials you’d usually expect to find in an executive saloon, while beautifully weighted switchgear, and a super-slim infotainment screen that glides out of the dash add to the impression that no expense has been spared.
That slim-line screen forms part of Audi’s Multi Media Interface, which comes as standard, and lets you control most of the A3’s major functions via a central control dial and a small collection of buttons.
The system is now more user-friendly than ever, because Audi has raised some of the shortcut keys, allowing you to find the one you want simply by touch. However, it still isn’t as intuitive as BMW's iDrive, which features fewer buttons and clearer menus.
People of all sizes should be able to find a comfortable driving position in the A3, thanks to generous front space and a huge range of adjustment. The front seats return to their previous position after you’ve let someone into the rear, too, so you don’t have to reset your driving position afterwards.
Rear space is less impressive (both the Golf and the BMW 1 Series offer more) but six-footers can fit without too much discomfort.
The boot has grown from 350 to 365 litres for the new car, making it one of the biggest in the class. It also comes with an adjustable floor that reduces the load lip and ensures there’s no step up to the rear seats when they’re folded forward.
Entry-level SE cars come with alloy wheels, Bluetooth, voice control and manual air-con, while Sport models add dual-zone climate control, sports seats and the sports suspension (the standard SE suspension is available as a no-cost option). Sports suspension is also standard on range-topping S line models, but the SE and S line suspension set-ups are no-cost options, and S line cars are the only ones that get a bodykit and xenon headlights.
Should I buy one?
The new A3 is significantly better than the car it replaces, yet most prices have risen by only a few hundred pounds and running costs will be lower. For example, the 2.0-litre diesel averages 4.7mpg more than its predecessor and sits two company car tax bands lower, despite having more power.
Still, as impressive as this is, we reckon it’s worth waiting until later in the year when the range will expand to include the 1.6-litre diesel engine, or until spring 2013 when Audi will introduce the 'cylinder on demand' 1.4.
It’s also worth noting that Audi will add a five-door Sportback version to the range next spring, while Mercedes will launch a new A-Class and Volkswagen a new Golf before the end of the year.
Rivals:
BMW 1 Series
VW Golf
What Car? says…
Steve Huntingford
 
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Many drivers running low on fuel
(Tue, 15 May 2012 16:10:00 GMT)
One in eight motorists drive with a near-empty petrol tank as they battle soaring fuel prices, according to new research from breakdown company Green Flag.
Young drivers have been hit hardest, with nearly 25% of 18-34 year olds admitting to driving 'on vapours'.
A 27% increase in fuel prices since 2008 has contributed to 1.4 million – 4% of UK drivers – motorists running out of fuel.
Green Flag's research revealed that those most likely to be scraping the bottom of the fuel tank are drivers in the North East and Wales, with 18% of motorists running on empty.
Those in the North West are least likely to run dry, with just 9% of drivers regularly dodging the forecourt.
North East – 18%
Wales – 18%
East Midlands – 16%
West Midlands – 16%
Yorkshire & Humberside – 14%
South East – 14%
N. Ireland – 13%
Scotland – 11%
London – 10%
South West – 9%
East of England – 9%
North West – 8%
Miranda Schunke, of Green Flag breakdown service, said: 'These drivers pose a serious threat to themselves and other motorists. Running out of fuel on a busy road increases the risk of being hit by other motorists and those who have run dry awaiting assistance by the side of the road are also leaving themselves unnecessarily vulnerable.'
Pete Barden
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Motorways unfit for 80mph limit
(Tue, 15 May 2012 15:31:00 GMT)
England's motorways aren't safe enough for an 80mph speed limit, according to a report from the Road Safety Foundation (RSF).
The safety charity blames poorly maintained roadside protection and volume of traffic for its findings, which have been published as the Government continues to review the current national speed limit on motorways.
The Government believes that the motorway speed limit could be raised to 80mph to reflect modern motoring. Speaking in autumn 2011, Philip Hammond, the then secretary of state for Transport said that the 'huge economic benefits' of shortening journey times could not be ignored.
However, the RSF says its research has found that widespread faults in run-off protection make it impossible to increase the motorway speed limit to 80mph without risking more death and serious injury.
The RSF says that only a handful of motorway sections, such as the M25 and M40, have electronic controls with hazard warning and variable speed limits that are needed to manage traffic flow across the network.
The RSF's director of road safety, Dr Joanne Marden, said: 'Our cars provide 4-star or 5-star crash protection but too many of our motorways rate only 3-star, with major weakness in run-off protection.
'Large economic benefits arise from fixing the motorways systematically rather than raising the speed limit.'
However, the RSF's report has been slammed as 'seriously flawed' by the Association of British Drivers (ABD).
The ABD's chairman, Brian Gregory, said: 'Motorways are our safest roads by a huge margin, with an accident rate one-seventh that of rural A-roads and one-eleventh that of all rural roads.'
Government plans for speed limits will be revealed later this year and changes will be implemented in early 2013. The review applies to motorways in England and Wales. Responsibilities are devolved in Northern Ireland and are planned to be devolved in Scotland.
Increases in speed limit would apply to cars and motorcycles only.
Pete Barden
 
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Volkswagen introduces standard DAB radio
(Tue, 15 May 2012 15:30:00 GMT)
Volkswagen has made DAB radio standard for all its models from the Polo to the Phaeton.
All 2013 model-year VWs – apart from the Up – now come with DAB radio as standard. It was previously standard on Golf Match, CC and Touareg models, and a £185 option for other models.
The updated audio systems will still be able to pick up conventional FM and AM radio signals.
The 2013 model-year Volkswagen range is available to order now.
Leo Wilkinson
 
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Highway Code app is launched
(Tue, 15 May 2012 13:54:00 GMT)
A Highway Code smartphone app has been released to help users improve road safety.
The app was launched by Transport secretary Justine Greening, and is compatible with the iPhone, iPad, and iPod Touch devices. However, it's not available on phones running other operating systems, such as Android.
Features on the app include the complete contents of the Highway Code, along with interactive functions such as quizzes, a stopping-distance calculator, and a tool to help identify road signs.
Justine Greening said: 'With more of us using smartphones and other devices it's vital that products such as the Highway Code adapt to be as accessible as possible.
'The app makes it easier for everyone to keep their knowledge up to date and is a great example of how new technology can help to improve road safety.'
The Highway Code app costs £3.99 and is available through the iTunes Store.
For those using other operating systems, the Highway Code can be viewed for free online. A spokesman for the Driving Standards Agency said that it 'may look at rolling out the app to Android and other platforms in the future'.
Pete Barden
 
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Road charging to target efficient cars
(Tue, 15 May 2012 11:31:00 GMT)
Road charging could replace road tax and fuel duty as the Government struggles to recoup revenues lost to the ever-increasing efficiency of modern vehicles, according to a report by the Institute for Fiscal Studies (IFS).
The report found that a 'radical overhaul' of road taxes is required if the Government is to avoid a huge funding deficit.
Revenues from fuel duty and Vehicle Excise Duty (VED) currently generate around £38 billion a year, but this is set to plunge as manufacturers build cars that are more efficient through lower emissions, better economy, and electricification.
The Office for Budget Responsibility believes that such efficiency gains will reduce revenues from fuel duty and road tax by £13 billion by 2029.
To fill this funding void would require an increase of 50% in fuel duty, according to the IFS report.
As a result, the report says that there is a 'compelling' case for a nationwide system of road charging. This would ensure that drivers pay for the amount they drive, with higher prices charged for those using roads during peak times, while drivers in rural areas would be likely to pay less.
The IFS said: 'Such a move would generate substantial economic efficiency gains from reduced congestion, cut the tax levied on the majority of miles driven, leave many (particularly rural) motorists better off, and provide a stable long-term footing for motoring taxes without necessarily raising net additional revenue from drivers.'
The Government is looking at private ownership and financing initiatives for roads. It is due to report its findings in the autumn. The Prime Minister has said he supports the use of private money to improve England's road network.
Pete Barden
 
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2012 Suzuki Alto review
(Tue, 15 May 2012 09:30:00 GMT)
This is the 2012 Suzuki Alto, which has been updated with a new engine and trim.
There are no external changes, but Suzuki has applied fuel-saving and emission-reducing technology to its 1.0-litre petrol engine.
Thanks to the introduction of variable valve timing, average economy has improved from 64.2mpg to 65.7mpg. More significantly, though, CO2 emissions have been cut from 103g/km to 99g/km – making it road tax-free and exempt from London’s congestion charge.
The 2012 Alto gets a new exterior colour – Glistening Grey metallic – which is a £380 option. There's a new colour for the interior trim, too.
What’s the 2012 Suzuki Alto like to drive?
The Alto's tiny dimensions make it easy to drive around town, with excellent visibility, a tight turning circle, and a perfectly capable engine. However, the clutch is a little springy and the pedals are set high in the footwell, which can combine to make longer journeys uncomfortable.
Out of town, the Alto’s other weaknesses are exaggerated, too. The thrummy three-cylinder engine needs to be worked hard, and it drones constantly at speed. Things are made worse by a hard ride and lots of road- and wind- noise.
The Alto's cornering prowess doesn’t inspire confidence, either. The steering is fine at lower speeds – albeit a little heavy – but feels vague through the bends. The suspension allows too much body roll, and the seats offer little support.
What’s the 2012 Suzuki Alto like inside?
Inside, the Alto is light and airy, but the hard plastics highlight the car's budget status. The dashboard is functional; all of the controls are within easy reach and the dials are clear, but the materials are hard and unappealing.
Despite its tiny dimensions, the Alto is reasonably practical - four passengers will fit at a squeeze. The boot space is shallow, however, and the high lip makes loading luggage difficult.
The Alto is reasonably well equipped. All versions get electric windows, and all but the entry-level car come with a height-adjustable driver’s seat and remote central locking.
We tested the range-topping SZ4, which comes with 14-inch alloy wheels, air-conditioning, stability control and front foglights as standard.
Should I buy one?
At £6995, entry-level SZ trim makes the Alto one of the cheapest new cars around, but standard equipment is basic. You need to pay another £1000 for SZ2 trim, which adds features such as side airbags and a height-adjustable driver's seat.
Running costs are incredibly low when you take into account the zero-rated road tax, exemption from the London Congestion Charge, and low insurance premiums.
The problem, however, is that the Alto has never led the way for budget city cars, and it now feels crude by today's standards. Choose a model with decent kit and the Alto is no cheaper than our 2012 Car of the Year, the Volkswagen Up, which is a far better proposition all round.
Rivals:
Toyota Aygo
Volkswagen Up
What Car? says…
Dan Alcock
 
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New Chevrolet Trax SUV revealed
(Mon, 14 May 2012 14:00:00 GMT)
The new Chevrolet Trax SUV has been unveiled ahead of an on-sale date in spring 2013.
The Chevrolet Trax is a compact SUV that's closely related to the Vauxhall Mokka, which was unveiled at the 2012 Geneva motor show, and is due on sale in November 2012. Like the Mokka, the Trax be a rival for cars such as the Nissan Juke and Yeti.
Despite the similarities under the skin, the Trax has a different look to the Mokka, with chunkier styling that incorporates bulging wheelarches. A single image has been released so far.
The Trax is based on the same chassis as the Chevrolet Aveo, and while no details have been revealed, we'd expect it will be around 4.28 metres long – the same length as the Mokka.
Like the Mokka, the Trax is expected to be available with front- or four-wheel drive. Engines are likely to be shared, too, so we'd expect a 1.4-litre turbo petrol and 1.7 diesel will be available.
We expect prices to start from around £13,500.
Leo Wilkinson
 
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Vauxhall to launch three new engines
(Mon, 14 May 2012 11:35:00 GMT)
Vauxhall is replacing its core engine range, with three new engines that it claims will offer industry-leading economy and emissions.
Leading the new engines will be a 1.6-litre turbocharged petrol engine, which gets stop-start technology to help cut CO2 emissions by 13% compared with its predecessor's.
The four-cylinder engine will be available in various outputs of up to 197bhp – up 20bhp on the current 1.6T – with maximum torque of 221lb ft from 1700rpm. Vauxhall says it will be quieter than the engines it replaces and will be available across a number of model ranges.
There'll also be a new version of the company's 2.0-litre turbo, with a 276bhp unit destined for the new Astra VXR.
More details will be released on the full range of new diesel and petrol engines as they're launched over the coming 12 months.
Pete Barden
 
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2012 Peugeot 208 review - updated
(Mon, 14 May 2012 05:00:00 GMT)
The Peugeot 208 is a replacement for the dated 207, and a car that's been designed to take on and beat the best superminis.
It has plenty of showroom appeal, thanks to the 208's stylish looks and classy cabin. What's more, buyers can choose from a wide range of fuel-efficient engines.
The petrols are expected to be most popular, and include a range of choices from a 67bhp 1.0-litre three-cylinder to a 154bhp 1.6-litre four-cylinder. Meanwhile, the diesel options are a 67bhp 1.4 and 91bhp and 110bhp 1.6s.
What's the 2012 Peugeot 208 like to drive?
The steering is light and easy around town and sharp at higher speeds. However, while the 208's front wheels are quick to turn in, the rest of the car isn't so keen to tag along. Sloppy body control means the front-end flops over on the way into corners, then the rear follows suit.
This might be forgivable if the 208 was blessed with a limo-like ride, but it's actually quite uncomfortable. The suspension struggles to cope with patchy road surfaces, and the rear of the car can become bouncy in corners.
We tested the 81bhp 1.2-litre three-cylinder petrol engine, and this is a fairly flexible performer that is capable of pulling its higher gears from low revs without labouring. It's only when you ask for a strong burst of acceleration that it feels short of puff.
The engine is quite smooth on the motorway, too, but it thrums noisily when you put your foot down hard. It's a pity, because little wind- or road noise enters the cabin.
What's the 2012 Peugeot 208 like inside?
A comfortable driving position is essential in any car, but the Peugeot 208's won't suit everyone. Peugeot has fitted an unusually small steering wheel that you look over (instead of through) to see the instruments. However, if you're less than six feet tall, you might find the top of the wheel blocks your view of the speedo.
The touch-screen infotainment system that's standard in mid-spec 'Active' cars and above, also disappoints. There are no shortcut buttons to take you straight to individual menus, and you drag your finger across the screen to perform certain tasks – something that's hard to do safely or with any accuracy when you're on the move.
If there's an area where the 208 really moves the game on, it's perceived quality. Peugeot has used materials that are easy on both the eye and the fingertips throughout the cabin. What's more, the touch-screen features sophisticated graphics, and the chrome-ringed instruments wouldn't look out of place in an Audi.
Space in the front is pretty good, too, but rear headroom is tight, and while the boot is a good size and shape, you have to buy the mid-spec car before Peugeot throws in a 60/40 split rear seat.
Should I buy one?
With its catwalk looks and classy cabin, the 208 is hugely desirable, which is why it's such a shame it falls down in other key areas.
The cabin is let down by basic ergonomic issues that really should have been addressed during its development, while the ride comfort and handling fall well short of the class leaders.
Yes, the Ford Fiesta and VW Polo have set a sky-high benchmark, but that's what other manufacturers need to aspire to if they are to challenge for class honours. Peugeot hasn't really got close with the 208.
Rivals:
Ford Fiesta
Volkswagen Polo
What Car? says…
Steve Huntingford
 
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2012 BMW 3 Series Touring revealed
(Sat, 12 May 2012 22:00:00 GMT)
This new BMW 3 Series Touring will beat its Audi A4 Avant and Mercedes-Benz C-Class Estate rivals on both load capacity and fuel efficiency when it arrives in showrooms in June. So, at a stroke, it wipes out one of the biggest arguments that was always levelled against its predecessor.
As with the latest 3 Series saloon, the new generation of BMW's smallest estate is longer – and much of this increase in size has been transferred to the loadbay. The new car is 97mm longer than the model it replaces, and its wheelbase increases by 50mm. The boot space is up by 35 litres, to 495 litres with the seats raised; that's more than both the Audi A4 Avant (490 litres) and Mercedes C-Class Estate (485 litres).
With the rear seats lowered the BMW matches the Merc's 1500 litres and is still ahead of the Audi's 1430 litres.
2012 BMW 3 Series Touring: engine line-up
The engine options at launch will be a four-cylinder turbodiesel (320d) and a four-cylinder turbocharged petrol (328i), as well as a six-cylinder turbodiesel (330d).
The four-cylinder engines get a six-speed gearbox as standard, although both can be ordered with an optional eight-speed automatic. That transmission is the only one available with the 330d.
The 320d will be the big seller in the UK; its 181bhp/280lb ft engine takes the 3 Series to 62mph in 7.7sec, but returns a claimed 60.1mpg and 124g/km of CO2 emissions. Efficiency improves with the optional auto 'box, to 61.4mpg and 122g/km.
The 328i produces 241bhp and 258lb ft – enough for a 0-62mph time of 6.0sec and a limited top speed of 155mph. It also returns a claimed 41.5mpg and emits 159g/km of CO2.
The 330d, meanwhile, has 255bhp and a hefty 413lb ft, and can reach 62mph in just 5.6sec. BMW claims it delivers 55mpg and 135g/km of CO2.
Other diesel engine options will become available next spring; these will include the 316d (114bhp/192lb ft) and 318d (141bhp/236lb ft). There will also be a 320i petrol variant. Around the same time, four-wheel drive will be offered; badged xDrive, the system should appear on the 320d and 330d.
2012 BMW 3 Series Touring: in the cabin
The Touring's front cabin gets the same treatment as the latest 3 Series saloon, including the unusual 'ribbed wood' dashboard trim on Modern-badged variants. There's also a flexible centre storage unit, which can be either an oddments tray or a pair of cupholders.
The rear cabin has around 17mm more kneeroom, according to BMW, and better access through the door aperture.
Standard equipment includes stop-start across all engines and transmissions, an electric tailgate that opens and closes via a key fob button, air-conditioning, a 6.1-inch colour screen with USB audio interface, keyless start, cruise control and, on all but the most basic trim levels, rain sensors with automatic headlight activation.
The safety kit includes front and side airbags, head airbags front and rear, active headrests and a tyre defect monitor.
Prices will start at £28,600 for the 320d manual, while the 328i petrol will cost from £29,450. The range-topping six-cylinder diesel 330d starts at £33,800.
John McIlroy
 
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2012 BMW 1 Series 3dr unveiled
(Sat, 12 May 2012 22:00:00 GMT)
This is the 2012 BMW 1 Series 3dr. It's available to order now, with prices £530 lower than the equivalent 1 Series 5dr's.
Most body panels are shared with the 1 Series 5dr, but there are longer front doors, frameless windows and a slightly different side window profile. Compared with the outgoing 1 Series 3dr model the new car is 8.5cm longer; BMW claims a 2.1cm improvement in rear legroom.
The new 1 Series 3dr will be a rival for cars such as the new Audi A3 and Volkswagen Golf 3dr. It’ll also compete with the forthcoming three-door version of the new Mercedes A-Class, which is due in 2013.
Most of the engines available are familiar from the current BMW 1 Series line-up, but there are new additions at the top and bottom of the range. The entry-level model is the 114i, which has a 1.6-litre four-cylinder petrol engine that develops 101bhp. Average fuel economy is 51.4mpg and CO2 emissions are 129g/km.
The new M135i tops the range. It's the first BMW M Performance model with a petrol engine, following the launch of M50d versions of the 5 Series, X5 and X6.
The M135i has a turbocharged 316bhp six-cylinder engine and BMW quotes an official 0-62mph time of 5.1 seconds (4.9 seconds for the automatic version). It gets bespoke suspension and steering settings, and a range of cosmetic upgrades, including sportier bumpers and 18-inch alloy wheels.
Prices for the BMW 1 Series 3dr start at £17,830 for the 114i ES and rise to £29,995 for the M135i. First customer deliveries are expected in September.
Leo Wilkinson
 
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Mini John Cooper Works GP revealed
(Sat, 12 May 2012 09:00:00 GMT)
This is the all-new Mini John Cooper Works GP – the fastest road-legal Mini ever built.
The GT is based on the Mini Cooper John Cooper Works and has a makeover that includes large front and rear bumpers, decals, contrasting door mirrors and air intake inserts, vented sideskirts, a bespoke roof spoiler, special alloy wheels and a rear diffuser.
There are also race-spec brakes and tyres. Inside, the back seats have been removed.
No engine details have been confirmed, but we'd expect the Mini JCW GP's 1.6-litre turbo engine to produce around 230bhp.
The Mini JCW GP goes on sale next year, and will make its public debut at the Mini United festival at Le Castellet in France, this weekend. Prices will be revealed closer to its on-sale date.
 
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2012 Citroen DS5 2.0 HDi 160 review
(Fri, 11 May 2012 16:00:00 GMT)
The Citroen DS5 is the company's latest bid to revisit its avant-garde heyday of the 1950s, '60s and '70s. It certainly has the looks to tempt buyers away from the usual German suspects – the Audi A4, BMW 3 Series and Mercedes C-Class.
What's the 2012 Citroen DS5 like to drive?
Citroen expects the 161bhp 2.0-litre diesel model we're testing here will be the range's big seller, and with plenty of urgency from low revs and a smooth power delivery, it's easy to see why.
Refinement is superb, too; laminated side windows help keep occupants isolated from unwanted noise, and little engine vibration filters through to the cabin.
The news isn't all good, though. In fact, the way the DS5 drives is really quite bad, because the rock-hard suspension batters you relentlessly on any road that isn't silky smooth.
Such a stiff set-up invariably keeps the body upright on windy roads, but the DS5 doesn't feel at all sporty because the steering is so vague and lifeless.
What's the 2012 Citroen DS5 like inside?
The hatchback layout and square boot make it more practical than saloon rivals, and the cabin looks fantastic.
The range-topping DSport model we tested was slightly compromised by its three-part glass roof (which limits headroom) and by massaging front seats (which eat up rear legroom), but cheaper versions will be better in both respects.
There are one or two ergonomic faux-pas – the stereo controls are difficult to operate and parts of the instrument binnacle are hard to read – but the elevated driving position gives a good view of the road ahead, and the pedals aren't offset to the right like they are in most German rivals.
Entry-level DSign models come with air-conditioning, 17-inch alloys, cruise control and a multi-function steering wheel. However, you might be tempted to step up to the mid-spec DStyle model (£25,900), which adds leather seats, Bluetooth, climate control, rear parking sensors and automatic lights and wipers.
Should I buy one?
The vast majority of DS5s will end up in the hands of company car drivers, so the fact that resale values won't be great isn't a deal-breaker.
CO2 emissions aren't as low as they are in the cleanest BMW 3 Series, but the Citroen's lower list price puts company car tax bills on a par with a Mercedes C220 CDI. Leasing rates are also competitive.
In the end, though, we find it hard to recommend an executive car that's so uncomfortable. Citroen has missed a real trick by trying to make the DS5 sporty (it isn't), rather than focusing on what it used to be so famous for – ride comfort.
Rivals:
Audi A4
BMW 3 Series
What Car? says…
Will Nightingale
 
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Our cars tested: weekly updates
(Fri, 11 May 2012 15:00:00 GMT)
We put the What Car? fleet through the ultimate test - everyday life.
We’re a varied bunch of people, and drive each other's cars regularly, so we find out what the cars on test are like from a wide range of perspectives.
Each week we update our reports, giving you the insider track on what these cars are like to own.
Simply click on the links below to get the latest on our cars or scroll to the bottom to see video updates of our cars.
Alfa Romeo Giulietta
Run by Tom Webster, staff writer
Alfa Romeo Giulietta on test
Audi A1
Run by Rosie McMahon, data editor
Audi A1 on test
Ford Focus
Run by Adele Donaghie, managing editor
Ford Focus on test
Honda Civic
Run by Leo Wilkinson, deputy web editor
Honda Civic on test
Honda CR-Z
Run by Steve Huntingford, new cars editor
Honda CR-Z on test
Hyundai i40 Tourer
Run by Stephen Hopkins, art editor
Hyundai i40 on test
Jaguar XF
Run by Euan Doig, group production editor
Jaguar XF on test
Lexus CT200h
Run by Neil Williams, photographer
Lexus CT200h on test
Kia Picanto
Run by What Car? staff
Kia Picanto on test
Mercedes-Benz CLS
Run by Chas Hallett, editor-in-chief
Mercedes CLS on test
Mini Countryman
Run by What Car? staff
Mini Countryman on test
Mini Coupe
Run by Ivan Aistrop, content editor
Mini Coupe on test
Nissan Leaf
Run by What Car? staff
Nissan Leaf on test
Peugeot 508 SW
Run by Andrew Golby, publishing director
Peugeot 508 SW on test
Range Rover Evoque
Run by John McIlroy, magazine editor
Range Rover Evoque on test
Vauxhall Astra GTC
Run by Emma Butcher, consumer editor
Vauxhall Astra on test
Volkswagen Passat Estate
Run by Barnaby Jones, deputy production editor
Volkswagen Passat Estate on test
Used
Nissan Qashqai
Run by Rory White, used car reporter
Nissan Qashqai on test
Updates from our long-term test fleet.
Our cars: previous reports
BMW Alpina D3
Audi A2 on test
BMW 5 Series Touring
Citroen DS3
Ford S-Max
Hyundai ix35
Infiniti M30d
Jaguar XJ
Mazda CX-7
Nissan Juke on test
Peugeot 3008
Range Rover
Renault Megane Renaultsport
Seat Alhambra
Skoda Yeti
Vauxhall Astra Sport Tourer
Volkswagen Golf
Volvo S60
 
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2012 Mercedes A-Class preview - updated
(Fri, 11 May 2012 10:21:00 GMT)
The new Mercedes-Benz A-Class goes on sale in the autumn, packed full of advanced technology, but with prices similar to the current model’s.
The 2012 A-Class is a very different car from the current A-Class. Mercedes believes the latest B-Class now fulfils that brief, so it has restyled the A-Class as a regular-sized premium hatchback. It’s aimed squarely at the new Audi A3, BMW 1 Series, Volkswagen Golf and Volvo V40.
2012 Mercedes A-Class in detail
The A-Class is 4292mm long, 1780mm wide and 1433mm high – so it’s around the same width as the latest Audi A3, but 6cm longer and 1cm taller. It will be launched as a five-door, although a sportier three-door variant is due in 2013.
The petrol engines at launch will be 1.6- and 2.0-litre motors; all of them turbocharged. The 1.6s are the entry-level 121bhp A180 and the 154bhp A200. The 2.0-litre A250 has 208bhp. Later on, a four-wheel-drive AMG version of the car will have a 2.0-litre engine with more than 300bhp. All engines will get a stop-start system as standard. They'll be paired with either a six-speed manual gearbox, or a new seven-speed dual-clutch gearbox that Mercedes calls 7G-DCT.
The new 1.6 petrol engines have Mercedes’ new ‘Camtronic’ system, which adjusts the valve lift to provide maximum efficiency. We’ve driven both, in prototype development vehicles, and found them to be impressively flexible and lively.
The entry-level diesel model will be the A180 CDI, which has a 107bhp 1.5-litre Renault-sourced engine, as part of a technology-sharing agreement between the two brands. Mercedes fits a number of its own parts to the engine, including its own engine stop-start system, alternator and changes to improve refinement. It’s available with a six-speed manual gearbox only and produces CO2 emissions of just 98g/km.
An ‘eco’ version with mechanical tweaks and different oil will arrive shortly after the standard version, and is likely to have CO2 emissions closer to 90g/km. There’ll be another A180 CDI, which uses a 1.8-litre version of Mercedes’ familiar 2.1-litre four-cylinder diesel engine – also with 107bhp – and comes with a 7G-DCT gearbox as standard. It has CO2 emissions of 109g/km.
The A200 CDI has a 134bhp version of the 1.8 diesel engine, while the A220 CDI has a 168bhp 2.1-litre engine and the new 7G-DCT seven-speed dual-clutch gearbox as standard.
2012 Mercedes A-Class interior
The new A-Class’s dashboard looks similar to the impressive design of the recently launched B-Class, with circular air vents similar to those first introduced on the SLS supercar and a large central audio system.
The infotainment system, which has a ‘floating’ screen at the top of the dashboard, can be tailored to include full iPhone integration – Mercedes says it will offer this feature for other smartphones shortly.
Mercedes hopes the technology, which involves hardware called Digital Kit Plus and a Digital DriveStyle App, will appeal to a younger generation of drivers. Audi A3 and BMW 1 Series buyers are being targeted. The new system has social media at its heart, providing virtually complete connectivity with the user's iPhone, including access to Facebook and Twitter accounts, contacts, SMS, email and music library.
It also has personalised internet radio, which works in a similar way to Apple's Genius tool, allowing you to choose music by genre or artist, and listen to recommended playlists based on personal taste. Navigation is catered for by Garmin mapping and internet-streamed traffic updates.
Further functionality comes in the form of Siri-style speech-recognition, a feature of the iPhone 4GS, which allows users to use conversational language to make calls, arrange appointments, and check the weather, news or even stock prices.
The digital media system will be available on the new A-Class as an option, and is expected to cost around £150.
2012 Mercedes A-Class prices
Mercedes hasn’t released prices or specifications yet, but it has confirmed that the A-Class will be cheaper than the B-Class, so the entry-level model is likely to cost around £20,000.
Full details are likely to be revealed in August, when customers will be able to order the car. First deliveries will be in September. There’s likely to be a choice of SE and Sport trims. Sport models have a range of cosmetic tweaks, including AMG styling details such as a new grille and 19-inch alloys. This trim is likely to be restricted to the A250 and A220 CDI.
Mercedes says it has installed many of its ‘big-car’ options on the A-Class; it’ll get Attention Assist (which monitors driver fatigue), radar-controlled collision prevention, a brake hold function and hill-start assist as standard. Other optional features will include adaptive headlights, blindspot assist, lane-keeping assist, speed limit assist (with speed sign recognition) and active parking assist.
Leo Wilkinson/John McIlroy
 
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2012 Toyota GT 86 review
(Fri, 11 May 2012 05:00:00 GMT)
You could argue that the Toyota GT 86 is Toyota's most important new model for years. Important not in terms of numbers sold, but because of what the car means for the brand.
Toyota has always made its money from its hatchbacks and saloons, but in years gone by, it also offered one or two sporty models. These added sparkle to its range and enhanced the firm's image as a serious engineering force.
The last cars to play this role – the Celica coupe and MR2 roadster – were discontinued in 2006 and 2007 respectively. Toyota's product portfolio has looked a little lacklustre ever since. The sexy new GT 86 coupe should definitely help to change that.
It's a four-seat coupe that's focused on providing pure driving pleasure. To do this, it combines low weight with the classic sports car layout – engine at the front and driven wheels at the rear.
Power is provided by a naturally aspirated 2.0-litre petrol engine (no turbochargers here) and transferred to the road via a limited-slip differential.
What's the 2012 Toyota GT 86 like to drive?
Take a look at the GT 86's muscle car-like lines, and you might expect rip-snorting performance. However, while it's quick if you drive it in the right way, it doesn't offer the sort of acceleration that'll take your breath away.
The engine peaks at a lofty 7000rpm, and its modest 151lb ft of torque is also delivered at very high revs. The result is that the engine really only comes alive when you reach around 4500rpm; dip below that and you'll wonder what happened to all the go.
On the other hand, if you manage to keep the engine on the boil (despite the notchy, imprecise gearshift) the GT 86 will definitely have enough pace to keep you entertained. The 0-62mph sprint takes 7.7 seconds and top speed is 140mph.
However, the GT 86 was never designed for straight-line speed; it was designed for handling prowess. That's where the engineers from Toyota and Subaru, (who developed this car in collaboration with Toyota, and will offer its own version, called the BRZ) have played a blinder.
Central to the GT 86's design brief was for the car's weight to be distributed evenly front-to-back. The heavy bits (namely the driver and engine) are set as close to the ground as possible, too, which keeps the centre of gravity low.
The result is a car that changes direction with impressive balance. It's helped by fast throttle responses and quick, meatily weighted (if not overly communicative) steering, which make the car feel even more alert. Granted, there's a little bit of slop in the suspension when you turn in initially, but the body is solidly controlled thereafter.
As good as the GT 86 is, though, we think it won't match an Audi TT along your average British B-road. It doesn't feel quite as sharp, as agile or as precise as the TT, or offer the punchy acceleration that you get from the Audi's turbocharged engine.
Put the GT 86 on a track (which Toyota reckons many buyers will), however, and things aren't so clear-cut. The rear-wheel-drive layout lets you have a huge amount of fun in this environment; give the GT 86 a bootful of throttle in tight corners and you can get the back end sliding in proper hooligan style.
As for the ride, it seemed firm but fair on the smooth Spanish surfaces we were travelling, but we can't be sure until we've driven the car on the UK's less pristine highways.
What we can say now is that refinement is totally acceptable; there's some wind noise at the national limit, but the engine isn't overly loud and road noise is impressively isolated.
What's the 2012 Toyota GT 86 like inside?
There's plenty of space upfront, and lots of adjustment for the steering wheel and driver's seat, but the high shoulder line of the car, combined with the (albeit pleasant) low-slung driving position, means you feel a little hemmed in.
The back seats are next to useless; rear seat passengers much over five feet nine inches tall will find their head is pressed against the rear window, while legroom is even tighter. Most adults won't have a prayer of fitting in.
Still, the boot is a decent size at 243 litres, and the load space is long and wide, if a little shallow.
You can also drop the rear-seat backrests to boost volume, and it leaves a flat floor, although the one-piece nature of the backrest limits versatility.
As for the interior design, you'll either love it or hate it. The toggle switches, orange digital clock and carbonfibre-effect plastic dash inserts look like they belong in a car from the 1980s.
The touch-screen system that controls the stereo, phone (and, if specified for an extra £750, satellite-navigation) lends a modern twist, but it's a nightmare to use because of confusing menus and small on-screen icons. Thankfully, the rest of the switchgear is simple.
The interior quality isn't bad, either. Some panels feel a little cheap, but most are reasonably smart and tactile. The assembly also feels incredibly solid – you'll start creaking before the car does.
Should I buy one?
The GT 86 comes in one trim, and it costs £24,995. That makes it slightly more expensive than the entry-level TT coupe, but £2145 cheaper than our favourite 2.0 TFSI version.
Toyota gives you plenty of standard equipment, too, including alloys, climate control, keyless entry, cruise control, Bluetooth and seven airbags.
Running costs aren't so impressive. The GT 86 has an average economy of 36.2mpg, which is 6.6mpg down on the more powerful Audi TT 2.0 TFSI. Its CO2 emissions rise respectively, putting the Toyota in higher bands for both road tax and company car tax.
If you're planning to do track days with your coupe, the GT 86 is probably still the way to go. However, if you'll be limiting your driving to the public highway, we reckon the TT is the better buy.
Rivals:
Audi TT Coupe
Peugeot RCZ
What Car? says…
Ivan Aistrop
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2012 Toyota GT86 review
(Fri, 11 May 2012 05:00:00 GMT)
You could argue that the Toyota GT86 is Toyota's most important new model for years. Important not in terms of numbers sold, but because of what the car means for the brand.
Toyota has always made its money from its hatchbacks and saloons, but in years gone by, it also offered one or two sporty models. These added sparkle to its range and enhanced the firm's image as a serious engineering force.
The last cars to play this role – the Celica coupe and MR2 roadster – were discontinued in 2006 and 2007 respectively. Toyota's product portfolio has looked a little lacklustre ever since. The sexy new GT86 coupe should definitely help to change that.
It's a four-seat coupe that's focused on providing pure driving pleasure. To do this, it combines low weight with the classic sports car layout – engine at the front and driven wheels at the rear.
Power is provided by a naturally-aspirated 2.0-litre petrol engine (no turbochargers here) and transferred to the road via a limited-slip differential.
What's the 2012 Toyota GT86 like to drive?
Take a look at the GT86's muscle car-like lines, and you might expect rip-snorting performance. However, while it's quick if you drive it in the right way, it doesn't offer the sort of acceleration that'll take your breath away.
The engine peaks at a lofty 7000rpm, and its modest 151lb ft of torque is also delivered at very high revs. The result is that the engine really only comes alive when you reach around 4500rpm; dip below that at any point, and you'll wonder what happened to all the go.
On the other hand, if you manage to keep the engine on the boil (despite the notchy, imprecise gearshift) the GT86 will definitely have enough pace to keep you entertained. The 0-62mph sprint takes 7.7 seconds and top speed is 140mph.
The thing is, though, the GT86 was never designed for straight-line speed; it was designed for handling prowess. That's where the engineers from Toyota and Subaru, (who developed this car in collaboration with Toyota, and will offer its own version, called the BRZ) have played a blinder.
Central to the GT86's design brief was for the car's weight to be distributed evenly front-to-back. The heavy bits (namely the driver and engine) are set as close to the ground as possible, too, which keeps the centre of gravity low.
The result is a car that changes direction with impressive balance. It's helped by fast throttle responses and quick, meatily weighted (if not overly communicative) steering, which make the car feel even more alert. Granted, there's a little bit of slop in the suspension when you turn in initially, but the body is solidly controlled thereafter.
As good as the GT86 is, though, we don't think it'll match an Audi TT along your average British B-road. It doesn't feel quite as sharp, as agile or as precise as the TT, or offer the punchy acceleration that you get from the Audi's turbocharged engine.
Put the GT86 on a track (which Toyota reckons many buyers will), however, and things aren't so clear-cut. The rear-wheel-drive layout lets you have a huge amount of fun in this environment; give the GT86 a bootful of throttle in tight corners and you can get the back end sliding in proper hooligan style.
As for the ride, it seemed firm but fair on the smooth Spanish surfaces we were travelling, but we can't be sure until we've driven the car on the UK's less pristine highways.
What we can say now is that refinement is totally acceptable; there's some wind noise at the national limit, but the engine isn't overly loud and road noise is impressively isolated.
What's the 2012 Toyota GT86 like inside?
There's plenty of space upfront, and lots of adjustment for the steering wheel and driver's seat, but the high shoulder line of the car, combined with the (albeit pleasant) low-slung driving position, means you feel a little hemmed in.
The back seats are next to useless; rear seat passengers much over five feet nine inches tall will find their head is pressed against the rear window, while legroom is even tighter. Most adults won't have a prayer of fitting in.
Still, the boot is a decent size at 243 litres, and the load space is long and wide, if a little shallow.
You can also drop the rear-seat backrests to boost volume, and it leaves a flat floor, although the one-piece nature of the backrest limits versatility.
As for the interior design, you'll either love it or hate it. The toggle switches, orange digital clock and carbonfibre-effect plastic dash inserts look like they belong in a car from the 1980s.
The touch-screen system that controls the stereo, phone (and, if specified for an extra £750, satellite-navigation) lends a modern twist, but it's a nightmare to use because of confusing menus and small on-screen icons. Thankfully, the rest of the switchgear is simple.
The interior quality isn't bad, either. Some panels feel a little cheap, but most are reasonably smart and tactile. The assembly also feels incredibly solid – you'll start creaking before the car does.
Should I buy one?
The GT86 comes in one trim, and it costs £24,995. That makes it slightly more expensive than the entry-level TT coupe, but £2145 cheaper than our favourite 2.0 TFSI version.
Toyota gives you plenty of standard equipment, too, including alloys, climate control, keyless entry, cruise control, Bluetooth and seven airbags.
Running costs aren't so impressive. The GT86 has an average economy of 36.2mpg, which is 6.6mpg down on the more powerful Audi TT 2.0 TFSI. Its CO2 emissions rise respectively, putting the Toyota in higher bands for both road tax and company car tax.
If you're planning to do track days with your coupe, the GT86 is probably still the way to go. However, if you'll be limiting your driving to the public highway, we reckon the TT is the better buy.
Rivals:
Audi TT Coupe
Peugeot RCZ
What Car? says…
Ivan Aistrop
 
|
2012 Toyota Land Cruiser V8 review
(Thu, 10 May 2012 15:40:00 GMT)
The Toyota Land Cruiser V8 has been given a mid-life update for the 2012 model year.
Visual tweaks include a restyled front bumper and grille, new xenon headlights and LED rear lights, while the door mirrors now incorporate LED side repeaters and side-view cameras.
Toyota has also improved the Land Cruiser's already formidable off-road ability by adding a host of new driver aids. These include adjustable terrain settings and Crawl Control for inclines and descents, as well as a tyre-angle display and speed-sensitive power steering with an off-road setting.
Those who do most of their driving on road will probably be more interested in the new Turn-Assist system, which reduces the turning circle.
As with the previous model, only one engine is available: a 4.5-litre V8 diesel that now has a diesel particulate filter and new fuel injectors to help it meet the latest European emissions standards. CO2 has been reduced from 270g/km to 250g/km, while average fuel economy is up from 27.7mpg to 29.7mpg.
What's the 2012 Land Cruiser V8 like to drive?
With five terrain settings, Crawl Control, ride height adjustment and low-ratio gears, the Land Cruiser should be excellent in the rough stuff.
However, it's also surprisingly good on the motorway; wind noise is well controlled, despite the tall body and extremely large door mirrors, although the large tyres generate quite a bit of road noise.
The diesel engine is very smooth at cruising speeds, too, and V8 fans will like the rorty sound it makes at higher revs. Given that the Land Cruiser V8 weighs 2.7 tonnes, acceleration is reasonably strong.
Sadly, the steering is desperately slow and there's far too much body roll, so you won't want to drive the car hard. It rides well at lower speeds, soaking up most potholes in its path, but things become unsettled on faster roads.
The six-speed automatic gearbox could be quicker, and it holds on to lower gears for too long.
Due to the Land Cruiser's massive proportions, urban driving can be difficult, even though the elevated driving position provides an excellent view of the road ahead.
Negotiating multi-storey car parks and tight B-roads can be another challenge, but Toyota's Multi Terrain Monitor, which is designed for off-roading, doubles up as a parking aid because its four cameras show kerbs and other cars.
What's the 2012 Land Cruiser V8 like inside?
The Land Cruiser V8 is certainly not short of head- or legroom. There's also four-zone climate control, heated and cooled leather seats, and a coolbox in the central armrest.
A heated leather steering wheel, electronic lumbar support and a 14-speaker JBL stereo system are also standard.
The dashboard is solid rather than classy, with chunky controls that are clearly labelled. Unfortunately, these are spread across the width of the console, so some buttons are out of arm's reach.
The Touch Pro multimedia system is simple to use, aided by an eight-inch display; Digital traffic information is provided through the DAB radio, while the navigation system connects to Google Maps.
You access the boot via a split tailgate, which despite its size is relatively light to open and close. The rearmost seats fold against each side of the boot, eating into a large chunk of the space, but the load area is so vast that most items will fit with ease.
With the additional seats in place, the remaining storage space is still large enough to accommodation half-a-dozen shopping bags. Tall adults won't want to spend too long in the third-row seats, but space is acceptable for short journeys.
Should I buy one?
The Land Cruiser V8 can ferry passengers across deserts, through rivers and over mountains, but its sheer size means it isn't really suited to UK roads.
At £63,910, it isn't cheap, either, and fuel economy is abysmal. If you need a serious off-roader, the rival Range Rover is similarly capable off road, and much more refined on it.
Rivals:
Mercedes-Benz GL
Range Rover
What Car? says…
Dan Alcock
 
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Peugeot extends Just Add Fuel package
(Thu, 10 May 2012 14:32:00 GMT)
Peugeot is extending its Just Add Fuel all-in car-buying package to include younger drivers.
Previously Peugeot offered the finance package to drivers aged 25 or older, but it has now extended it to include motorists who are 21 and above.
The Just Add Fuel offer includes all the major motoring costs in one monthly package. The costs included are car insurance, road tax, servicing, roadside assistance and warranty as part of a three-year package.
Peugeot reckons a typical 21-year-old would pay £215 a month for a 107 Active three-door (with a £1633 deposit) while a 208 1.0-litre Access three-door would cost £247 a month (with a £1593 deposit.)
Peugeot also says the cost is fixed over the three-year hire period, so while you don’t get the benefit of a drop in insurance costs as you build up a no-claims bonus, you also don’t pay any more if you have to make a claim. The company also includes all standard parts in the servicing costs, although owners would have to pay for worn parts such as tyres.
The factors that determine the monthly payments are: the car chosen, where the owner lives and the age of the youngest driver on the policy. Peugeot says that previous no claims bonuses will not count towards a lower premium, but drivers will be able to carry any no claims collected while using Just Add Fuel to future insurance policies.
Tom Webster
 
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New Mercedes A-Class preview
(Thu, 10 May 2012 11:41:00 GMT)
The new Mercedes A-Class won't be on sale until the autumn but we've got a chance to have a good look around the car at a preview in Stuttgart.
The 2012 A-Class will be a very different car to the current model. The new A-Class is not an updated version of the mini MPV, but a stylish, upmarket rival to the likes of the forthcoming Audi A3, Volvo V40 and the restyled BMW 1 Series.
What Car? deputy website editor Leo Wilkinson is at the preview and you can get his views on the new A-Class throughout the day via his Twitter account.
@leoatwhatcar
New Mercedes A-Class
The A-Class is 4292mm long, 1780mm wide and 1433mm high – so it’s around the same width as the latest A3, but 6cm longer and 1cm taller. It will be launched as a five-door, although a sportier three-door variant is on the way.
The petrol engines at launch will be 1.6- and 2.0-litre motors, all of them turbocharged. The entry-level A180 will have 120bhp, the A200 gets 2.0 litres and 154bhp, and the A250 will have 208bhp. Later on, a four-wheel-drive AMG version of the car will take the 2.0-litre engine to more than 300bhp.
The diesel models will be the A180 with 107bhp and 184lb ft, the A200 with 134bhp and 221lb ft, and the 2.2-litre A220 CDI with 168bhp and 258lb ft. A 1.5-litre diesel will be available as part of Mercedes' collaboration with Renault.
A-Class interior
Inside, the fascia looks similar to the impressive design of the recently launched B-Class, with the circular air vents (first introduced on the SLS supercar) and a large central audio system. The infotainment system, which has a ‘floating’ screen at the top of the dashboard, can be tailored to include full iPhone integration – Mercedes says it will offer this feature for other smartphones shortly.
Mercedes hopes the technology, which involves hardware called Digital Kit Plus and a Digital DriveStyle App, will appeal to a younger generation of drivers. Audi A3 and BMW 1 Series buyers are being targeted.
The new system has social media at its heart, providing virtually complete connectivity with the user's iPhone, including access to Facebook and Twitter accounts, contacts, SMS, email and music library.
It also has personalised internet radio, which works in a similar way to Apple's Genius tool, allowing you to choose music by genre or artist, and listen to recommended playlists based on personal taste.
Navigation is catered for by Garmin mapping and internet-streamed traffic updates.
Further functionality comes in the form of Siri-style speech-recognition, a feature of the iPhone 4GS, which allows users to use converstional language to make calls, arrange appointments, and check the weather, news or even stock prices.
The digital media system will be available on the new A-Class as an option, and is expected to cost around £150.
More details on engine and gearboxes
All engines will get a stop-start system as standard. They’ll be paired with a six-speed transmission as standard, while a seven-speed dual-clutch gearbox will be offered as an option.
Mercedes has also released the first images of the A-Class Sport, which gets AMG touches such as a new grille and 19-inch alloys. This trim will be restricted to the A250 and A220 CDI.
Mercedes says it has installed many of its ‘big-car’ options on the A-Class; it’ll get Attention Assist (which monitors driver fatigue), radar-controlled collision prevention, a brake hold function and hill-start assist as standard. Other optional features will include adaptive headlights, blind-spot assist, lane-keeping assist, speed limit assist (with speed sign recognition) and active parking assist.
 
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2012 Infiniti M35h review
(Wed, 09 May 2012 16:46:00 GMT)
The latest version of the Infiniti M hybrid aims to right a major wrong. When the car was launched in 2010, it had CO2 emissions of 162g/km, which placed it in an uncompetitive company car tax bracket.
The 2012 model cuts CO2 to 159g/km, which doubles the amount of value a company can claim in tax relief and brings company car tax down by one band to 22%.
This, and a reduction in the list price, means a top-rate taxpayer could save around £180 a year in tax. The 3g/km CO2 saving also results in a 0.5mpg improvement in the official fuel economy, taking it up to 40.9mpg.
Infiniti says it has made the improvements by tweaking the battery and the electric motor, meaning you can travel slightly farther in electric-only mode.
Infiniti is also keen to point out that the 359bhp petrol-electric M is still the fastest accelerating car of its kind on sale today, with 0-62mph taking just 5.5 seconds – rivals from BMW and Lexus need an extra 0.4 seconds.
What's the 2012 Infiniti M35h like to drive?
The changes to the M's hybrid powertrain are minor, which means the car feels much the same to drive as before.
The V6 petrol engine in the M is powerful and it makes the car rapid. This is true whether you're nipping away from the lights under electric power or using the engine at higher speeds. The switch between battery and electric power is nice and smooth, too.
Sadly, some of the other elements are anything but, with the brakes the biggest offenders. They're far too grabby and don't allow the driver to relax around town.
The sluggish seven-speed automatic gearbox is also an issue, and the ride is rather lumpy.
What's the 2012 Infiniti M35h like inside?
The M35h has a classy interior built from a selection of high-quality materials that look and feel great. The biggest downside is the vast amount of space the battery robs from the boot; the standard diesel and petrol models' 450-litre space falls to just 350-litres, which is a long way short of the class best.
There's room for four adults in the cabin, although a large transmission tunnel eats into rear foot space.
Should I buy one?
Now that the M hybrid has ducked under the 160g/km CO2 barrier, it's a more compelling model to run for either a corporate or private buyer. Unfortunately it's still significantly dirtier and thirstier than the new Lexus GS hybrid, let alone the best diesel executive saloons.
With this in mind, we'd take the 3% hit on company car tax and go for a BMW 5 Series or Jaguar XF diesel.
Rivals:
BMW 5 Series
Lexus GS450h
What Car? says…
Tom Webster
 
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2012 Ford Fiesta Econetic review
(Wed, 09 May 2012 16:00:00 GMT)
This is the revised Ford Fiesta 1.6 TDCi Econetic, which averages 85.6mpg and emits just 87g/km of CO2.
The figures are an improvement on the previous version's 78.5mpg and 95g/km, so the car is still exempt from road tax, but now offers even lower fuel bills.
A host of new efficiency measures help it achieve these figures, including an engine stop-start system, revised gear ratios and regenerative braking technology.
Ford has also improved the air-conditioning, cooling fan and alternator efficiency, while a new Eco mode assesses your driving style and offers efficiency tips.
There aren’t any cosmetic or trim changes.
What’s the 2012 Ford Fiesta Econetic like to drive?
The 1.6-litre diesel engine isn’t the last word in refinement from cold. Considering its green credentials and Ford's attempts to make the gearing even more eco-friendly, however, it's impressively uncompromised and flexible.
There’s more than enough power, whether you're nipping in and out of traffic around town or cruising on the motorway.
Similarly, the ride is good, despite the Econetic's lowered ride height (chosen for maximum efficiency), and road noise is kept to a minimum.
The real highlight remains the Fiesta’s handling, though. The car feels incredibly agile and the steering is perfectly weighted.
What’s the 2012 Ford Fiesta Econetic like inside?
All of the changes are technical, so the interior is unchanged.
The shiny black Sony stereo fitted as standard to our Titanium-trimmed test car gave it a welcome boost, although the cabin looks pretty sharp in cars without it, thanks to the mobile phone-inspired dashboard and edgy styling.
A soft-touch covering makes the dash pretty tactile, too, even if some of the plastics lower down feel cheap.
The Fiesta isn't as good as some rivals on space and versatility, but there's enough room for four tall adults and a good-sized boot.
The driving position is spot-on, too, and there's plenty of adjustment for the seat and steering wheel to help you find the sweet spot.
Should I buy one?
The Fiesta Econetic manages to be extremely frugal, yet brilliant fun to drive. It still costs you nothing in road tax each year and it remains in the 13% tax band – the lowest for diesels.
On the downside, the most basic Edge-spec Econetic three-door now costs £14,445, which is £550 more than the previous entry-level model.
Choose a five-door Titanium car and that price rises to £16,795, before you add any options.
The Econetic isn’t cheap, then, but neither are competitors such as the Volkswagen Polo Bluemotion. In fact, the Fiesta's starting price is £550 lower.
Factor in the superb handling and solid refinement, and the Econetic is an excellent choice.
Rivals:
Seat Ibiza Ecomotive
VW Polo Bluemotion
What Car? says…
Rory White
 
|
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