2013 Toyota Auris REVEALED

Toyota is set to unveil its new Auris c-segment entry at the Paris motorshow on September 27^th and here we have the first official images. The new car is promises to offer ‘improved dynamics, more distinctive styling, higher equipment levels’ as well as lower running costs. The current Auris isn’t a bad care but compared to its rivals it lacks the all-round ability on offer especially in terms of driving dynamics and styling. This is set to change with the new model

Toyota have developed the new Auris to incorporate their new design language which a ‘more confident exterior design’ that sits 55mm lower than the car it replaces. This gives way to a sleeker appearance with more ‘sharp-edged front styling’ with modern looking headlights and edgy lower grills. The profile of the Auris has changed considerably with the introduction of a third window in the c-pillar above the ‘stronger and more pronounced chrome-trimmed rising belt-line’. The rear of the Auris is also more dynamic looking with narrow wrap-around light units that ‘strengthen the cars broad stance’

Inside there have also been big improvements in both trim quality and design. Expect the cabin to be more spacious and comfortable with the company’s new Skyview panoramic roof making an appearance – Toyota claim it is one of the largest in its class. New more appealing materials and textures will feature throughout in a bid to move the Auris upmarket in a similar way to its rivals. The new cars 30mm increase in length makes way for more passenger space – 20mm in the rear and boot space has increased by a modest 6 litres.

Similarly to the current Auris there will be a Hybrid version available with Toyota’s Hybrid Synergy Drive system. There will also be familiar 1.4 litre diesel and 16 litre petrol engines on offer but with improved efficiency and refinement.

The new model will be given its European premiere on 27^th September at the Paris motor show, with petrol, diesel and full hybrid version on display. Details of UK sales introduction, specifications and prices will be announces as a later date. 

VOLVO REVIEWS COMING SOON

Rob McSorley on cars is pleased to announce that we will soon be reviewing Volvo cars with the cooperation of Volvo Press UK

Check back soon to read our in-depth reviews.

2012 Kia Soul FULL ROAD TEST

Personalisation options are all the rage at the moment from stickers, roof decals, fancy wheel designs to customizable interior trim combinations. The purpose is to enable buyers to tailor their cars appearance to individual tastes. It’s an idea that’s really taken off since the launch of the highly successful MINI.

There is one car that has pretty much gone unnoticed in the cut-throat compact urban hatch sector being completely overshadowed by the MINI, Fiat 500 and Citroen DS3. That car is Kia’s intriguingly named Soul which has recently received a fairly extensive midlife spruce-up. We find out if it’s a good as its name would suggest and whether it can tempt drivers out of their Fiestas, MINIs and Nissan Jukes.

What is it?

Library image

The Soul was first unveiled in concept form at the 2006 North American International Auto Show in Detroit and went on sale in 2008 with surprisingly minor alterations. It was the work of Kia’s California design centre and was the first model that ushered the new design-led strategy featuring the company’s now familiar Tiger Nose or Bow Tie grill. The main aim of the Soul is to offer buyers a refreshing alternative to more conventional hatchbacks with its unique styling and extensive customisation options. Based on the same platform architecture as Kia’s Venga and Rio as well as Hyundai’s i20 and iX20 the Soul is larger than the average supermini but still smaller than anything in the c-segment. Earlier this year it received a thorough reworking including revised styling and a new GDi petrol and revised CRDi diesel engines mated to new 6 speed manual and automatic transmissions. Trim levels remain similar to the original Soul but with boosted levels of standard equipment. As before there are two regular trim grades logically named ‘1’ starting at £12,795 and ‘2’ starting at £13,600. Of more interest to those looking for something a little different are the ‘Soul Originals’ which consist of the aptly named Hunter, Quantum and Inferno. Prices range from £15,100 for the petrol Hunter to £18,695 for the Petrol (only) Inferno. Here we are testing the 1.6 138 bhp GDi petrol Hunter with metallic paint.

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Rivals: Nissan Juke, Ford Fiesta, Toyota Urban Cruiser, Citroen DS3

  Key Features

• 18” alloy wheels
• Reversing camera (Rear View Mirror)
• 8 Speaker Stereo with Amplifier and Sub-Woofer
• Bluetooth/USB/Ipod connectivity
• ABS, EBD with BAS, ESC, VSM, HAC
• Automatic Projector Headlights
• LED Front and Rear Lights
• Air Conditioning
• 4x Electric Windows
• Powerfold mirrors (LED Indicator lights)
• Electric Tilt-Slide Sunroof

Looks are everything if you are in the market for something a little different from the norm and this is where the Soul really scores. Its upright, utilitarian looking shape with floating roof contrasts nicely with the wide curvaceous wheel arches and headlights. New for 2012 is a heavily revised front facia with much larger fog lights and new LED daytime running lights now nestled under the projector headlights. There is also a new more butch-looking rear bumper, jazzy redesigned rear light clusters and fresh chubby 18 inch alloy wheels. The raft of changes build on the Souls already bold looks and make the whole recipe seem to gel better than ever before; it’s a real head-turner in the metal.

The cabin is well designed with a curved uncluttered centre console, revised switchgear and Kia’s now signature individually hooded dials. If you find black trim bland then the Hunter is the trim level to consider as it comes with ice white highlights all over the place including the steering wheel and best of all the tops of the seats and door panels are trimmed in black and white tartan! Everything is sensibly located and clearly labelled with improved build quality. The majority of the dash-top is nicely squidgy with the door pulls and centre console finished in harder plastic with a thin rubberised coating. You certainly won’t have to worry about trim rattles in years to come.

A considerable advantage of that squared-off body is a cabin with an abundance of space especially considering the cars footprint that isn’t much bigger than a Fiestas. Space in both the front and rear is cavernous with masses of leg and headroom and the Soul’s generous width means that three abreast in the back isn’t too much of a compromise. The driving position won’t suit all, we found that even with the seat in its lowest position it still felt too lofty but the height and reach adjustable steering column helps. The biggest gripe the driver will have is all-round visibility which is restricted by the thick windscreen pillars and even thicker rear pillars. Luckily our car came as standard with a reversing camera neatly housed in the rear-view mirror making parking easy.

The spacious cabin seems to have come at the expense of boot space which isn’t as generous as we would have hoped but is no worse than in a Polo or Fiesta at 340 litres extending to 818 litres with the seats folded. We liked the additional under floor storage which had a number of smaller sections to stop items rolling around.

Powering our Soul is an all-new 1.6 litre 138bhp petrol engine now with direct injection. We were left underwhelmed by the figures; 0-60 mph takes 10 seconds but at 1,245kg the Soul is noticeable heavier than the likes of the Fiesta. In practice the engine is clearly geared for economy which is all too evident by the gearshift indicator which encourages changes around 2,500 rpm which makes the Soul feel far too sluggish. With the maximum torque of 122lb/ft available from a fairly high 4,850rpm holding onto to each gear for longer allows the driver to make the most of the power on offer. The engine’s hunger for revs found us opting for the latter fairly frequently although we wish the soundtrack was a little more characterful.

On the move engine refinement is impressive as is our cars super-slick 6-speed gearbox which is the best we have experienced from Kia so far. The fade-free disc-brakes all-round do a sterling job of bringing the Soul to a halt backed up by standard fit ABS and EBD. We didn’t however; get on with the pedal arrangement as the clutch pedal is very light and overly sensitive making it easy to stall or kangaroo when pulling away.

What will surprise most is the Soul’s ability when dealing with challenging corners. To counteract the higher than normal centre of gravity Kia have opted for a taught suspension setup that results in superb body control with next-to-no bodyroll. Those good looking 18” alloy wheels shod with 225/45 tyres provide masses of grip and coupled with its sharp turn-in make Soul good to drive. We just wish there was more feedback through the steering which is numb at best. When we learned that Kia enlisted the help of Lotus to tune the Soul’s suspension the thrills on offer made much more sense.

Its Achilles heel however; is the ride quality that will be too wooden for most, initial damping is supple enough but rougher urban surfaces ricochet noisily through the cabin. Models with smaller wheels however; are likely to ride much more smoothly. That said we found that at higher speeds the busyness of the suspension fades away making the Soul decent for longer journeys.

Words and Photos by Rob McSorley

Technical Data

Price as tested: £15,545

Engine: 1.6 16v 138bhp - 0-62mph: 10 secs - Maximum Speed: 112mph -

Economy: 36.7mpg (urban) –50.4mpg (extra-urban), 44.1mpg (combined) - Emissions: 149g/km (Band F) - VED (12 months): £135

Dimensions: Length: 4120mm - Width: 1785mm - Height: 1610mm - Wheelbase: 2550mm

*data from Kia UK

The Verdict 4/5

The Kia Soul has a lot to offer buyers looking for a refreshingly different hatchback. Its utilitarian inspired styling holds a lot of appeal when compared to more conventional offerings and the recent refresh has refined the finer details with impressive results. With one of the most spacious cabins in its sector and a well sorted chassis and the Soul’s case becomes even stronger. In Hunter trim as we tested here equipment levels are generous and the additional exterior details including those massive wheels make the asking price of a smidge over £15,000 seem like a good deal. As with every car there are weaknesses which include a crashy ride, numb steering and over-sensitive clutch pedal. Also whilst with us we were underwhelmed by the economy of the petrol engine, when driven carefully guided by the gearshift indicator over a mixture of roads we averaged 34 mpg. This is some way off the figure given by Kia of 44.4 mpg combined. The Soul deserves to be incredibly successful as it has so much to offer buyers willing to take the risk and buy something vastly different. Sadly for most the Kia badge lacks the cache of the MINI brand but for those who can see past this the Soul is a very complete package.

You will like

+Individual looks

+Value for money

+Talented chassis

+Practical interior

You won’t like

-Hard ride

-Poor economy

-Over-sensitive clutch

-Numb steering

Special Thanks to; Kia Motors (UK) Limited, 2 The Heights , Brooklands, Weybridge, Surrey, KT13 0NY

2012 Peugeot 508 RXH Full Road Test

Last month we tested Peugeot’s very first diesel-electric Hybrid the 3008 Hybrid4 and were impressed by the technology on offer if not so much by the execution itself. However Peugeot are ploughing on and earlier this year launched its second hybrid, the new 508-based RXH.

Essentially the RXH is a 508 SW with raised suspension, beefy body moldings and underbody protection, larger wheels and the same Hybrid4 system we have seen previously. Peugeot’s sole aim is to offer buyers a large, quality, family estate capable of modest off-roading, good on-road manners with low running costs unseen before.

The RXH commands a healthy premium over the standard 2-wheel-drive 508 SW putting it in the same arena as Audi’s desirable A4 Quattro Allroad and Volkswagens newly launched Passat Alltrack. We find out whether the big cat has what it takes to rival the best Germany has to offer.

What is it?

Launched in May 2012 the 508 RXH is Peugeot's foray into the increasingly popular rugged four-wheel drive estate category. Its unique selling point is its hybrid-diesel powerplant. The RXH's biggest attraction has to be its claimed combined fuel economy in the late 60s (mpg) and meager emissions at just 107g/km. Under the skin is the familiar 508 platform with multilink rear suspension with the 37bhp electric motor mounted to it. The drivetrain is identical to that found on the 3008 Hybrid4 that we tested earlier this year. The RXH sits at the top of the 508 range with just one single, well equipped trim level which costs £33,695. Standard equipment includes luxuries such as automatic lights and wipers, cruise control, front and rear parking aids, 18” alloy wheels, panoramic roof, Bizone climate control and colour head up display. Here we are testing a fully loaded example with the addition of metallic paint, Open/Go keyless entry, full leather interior with massage function driver’s seat and Xenon directional lights with Led daytime running lights. Our car with extras comes in at £36,770.

Rivals: Volkswagen Passat Alltrack, Audi A4 Allroad, Skoda Octavia Scout

Key Features

• 18” Alloy Wheels
• Colour Head Up Display
• Keyless Entry
• Heated Leather Interior with Massage Function
• Quad-zone Climate Control
• Cruise Control
• 7” Colour Satellite Navigation
• ABS, EBFD,EBA, ESP & ASR, CBC
• Automatic parking brake
• Automatic lights and wipers
• Front and rear parking sensors

Anyone that has seen a 508 SW on the road will appreciate its superb looks. With its bold creases, prominent waistline and generous dimensions it’s one of the classier cars in its class. The RXH builds on this with the addition of a new “floating” grill at the front and all new bumper with “cat-claw” LED daytime running lights. The cars ride height has been raised by 50mm for improved ground clearance and benefits from widened front and rear tracks nicely concealed by the very attractive, rugged looking plastic arch and sill extensions with chrome highlights. There is also range of new colours available exclusively to the RXH along with gorgeous 18” Attila alloy wheels. Arguable the RXH is the best looking 508 in the range; its transition from sleek estate to rugged quasi-SUV seems to have been hugely successful.

Inside is pure 508 which is not a bad starting point. Everything is sumptuously trimmed in thick, quality materials with all of the switches operating with a lovely damped action. The design itself is classy and sophisticated with a pleasing blend of black plastics with chrome accents. Differentiating the RXH from its 508 siblings is an eye-catching strip of trim that intersects the dashboard fading from black to red and back to black again also carried over to the sides of the lower centre console. Our car also had high quality leather seats with mud-coloured brown stitching.

Carrying five adults in comfort is easy in the RXH with ample head and legroom in the front and back. The seats themselves couldn’t be more comfortable with plenty of adjustment for the driver including extendable leg supports for those in the front. A rake and reach adjustable steering column makes finding the perfect driving position is easy. Unobtrusive a-pillars make for good forward visibility helped further by the elevated view out thanks to the raised suspension.

We found the Head Up Display to be a really useful gadget rising from the top of the dashboard in the drivers line of sight projecting the cars speed onto the slim piece of glass – helpfully the digits turn green when in all-electric mode. The navigation and cruise control information can also be projected onto the display in crisp colour.

Despite having a raised boot floor to house the rear electric motor and batteries luggage capacity is still decent at 423 litres -90 litres down over the standard SW-extending to 1439 litres with the seat folded down. This is likely to be plenty big enough for the majority of buyers.

At the heart of the RXH is Peugeot’s superb 1997cc 16v 163bhp common rail diesel engine mated to a robotized 6 speed manual transmission. At the rear is a 37bhp electric motor with up to 200Nm of torque powering the rear wheels. What makes this setup unique is that both power sources aren’t mechanically linked in any way. Also there is no need to plug the HYbrid4 in to charge its Nickel Metal Hydride batteries. Additionally an energy recovery system turns the electric motor into a generator during deceleration increasing the cars range.

There are a series of driving modes to choose from via the control selector mounted on the centre console. Most drivers will leave the car in Auto which cleverly juggles between power sources for optimised fuel economy. ZEV (Zero Emission Vehicle) mode is perfect for around town running on electric power alone for around two miles with the batteries fully charged. There is also a Sport mode where diesel and electric come together producing 200bhp coupled with quicker gear changes for what Peugeot calls "Dynamic Performance". Finally there is a 4WD mode for some mild off-roading.

The RXH drives very much like the conventional 508 SW. Admittedly when turning the ignition key the car generates no noise at all as the diesel engine sits in standby mode. Move the gear selector from N to A and gently push the accelerator and the car begins to silently move forward with nothing more than a whir. It’s an eerie sensation but one that’s novelty never wears off, just watch out for pedestrians who may not be aware of your approach!

Once 40 mph is reached the diesel engine seamlessly takes over providing the needed thrust for higher speeds. Stepping off the accelerator causes the % power needle fall to “charge” helpfully charging the batteries ready for the next urban encounter. At first the increased rate of deceleration takes some getting used to but drivers can feel smug that this usually wasted kinetic energy is being put to good use. The RXH also slips back into zero emissions mode when slowing down.

As we have found with the 3008 hybrid we recently tested the flaws in the gearbox still remain although to a lesser degree. In Auto mode far too often it’s found searching for the correct gear sending engine revs and noise levels soaring but gear changes are fairly smooth. There is also far too much hesitation when pulling away from junctions forcing the driver to wait for large gaps in the traffic before making a move. 

Thankfully there is a way of getting the most out of the engine and making smooth progress. We found Sport mode improved throttle response and made gear changes quicker especially when swapping cogs manually using the steering wheel paddles. In this mode you can take full advantage of the RXH’s linear power delivery and 500nM of torque combined picking up speed with real conviction. This is reflected in the sprint to 60mph taking just 8.8 seconds – up from 9.5 seconds in Auto mode. In Sport mode however economy does suffer and the RXH is not able to run in full electric mode.

Out on the road the RXH has lost some of the 508’s sparkle in terms of ride and handling. The 508 already has a firm ride but it seems that the new cars suspension has been stiffened further to counteract the additional suspension travel resulted in a ride that always feels busy picking up even the smallest imperfections and jolts over sharp ridges in the road. Despite a firmer setup the loftier suspension also tends to wallow when dealing with larger bumps. Thankfully on smoother A-roads and motorways everything settles down providing a more supple, forgiving ride. 

When tackling corners the RXH’s steering is nicely weighted and provides just enough feedback for keener drivers. Levels of body roll have increased but not by much and the brakes are powerful and fade free making for a decent drive. There is also more than enough grip from the Michelin Pilot Sport3 tyres. Refinement seems to have suffered at the arm of those grippy tyres and bluff body moldings with far too much noise filtering into the cabin making rougher surfaces more tiring than they should be.

We managed to get a deeply impressive 60 mpg from the RXH- not far off the claimed 68mpg combined- whilst with us resulting in a range of over 800 miles despite spending the majority of its time on country roads. With emissions of just 107g/km the RXH is noticeably cheaper than its rivals to tax and will be a seriously attractive proposition for business users thanks to its 12% BIK taxation. Compared to the standard 2.0 HDi diesel 508 SW combined fuel economy is likely to be around 19mpg less at 49mpg combined. Furthermore the 508 SW falls into four tax bands higher than the RXH in Band F meaning an extra £115 outlay each year.

Words and Photos by Rob McSorley 

Technical Data 

Price as tested: £36,770 
Engine: 2.0 16v 163bhp (& 37bhp electric motor) - 0-62mph: 9.5 secs - Maximum Speed: 132mph - 
Economy: 70.6mpg (urban) –67.3mpg (extra-urban), 68.9mpg (combined) - Emissions: 107g/km (Band B) - VED (12 months): £0 
Dimensions: Length: 4823mm - Width: 2068mm - Height: 1525mm - Wheelbase: 2817mm 
*data from Peugeot UK

The Verdict 3.5/5

Whilst with us we found the RXH to be a well-rounded package and excellent ownership proposition. We really liked its rugged looks and luxuriously designed interior that can easily accommodate a family of five and their luggage. We also found the fuel economy to be very good overall and the superb driving experience of the standard 508 is still there if slightly diluted. We found it hard to get on with the rougher ride quality that felt far too wallowy and the relative lack of refinement. Then there is the robotised gearbox which still has some way to go compared to those offered by rivals. In Auto mode its changes are ponderous and it’s often confused, in manual Sport mode however the RXH is much more rewarding to drive but economy suffers. Overall the RXH has a lot to offer family and business buyers alike but is only for those who are happy to spend the princely sum of nearly £34,000 on a Peugeot rather than an ultimately more desirable, prestige brand such as Audi. It is likely to come down to running costs which rivals will find hard to match.

You will like

Rugged looks

Superb cabin

Fuel economy & emissions

You won’t like

High asking price

Dim-witted gearbox

Lack of dynamic ability

So-so refinement

Special Thanks to; Peugeot Motor Company PLC, Pinley House, 2 Sunbeam Way, Coventry CV3 1ND

2012 Jaguar XKR-S ROAD TEST (Josh Ross)

For Jaguar, high performance coupes are the equivalent of home games for a table leading Premiership football club.

They are Jaguar’s fiefdom; customers are on their side, require no conversion and in theory know what to expect.

With experience of producing illustrious forebears such as E Type, XJS and the first XK, is an ultra high performance XK not like, say, Manchester United Football Club playing a mid table ranking club at home?  Surely it represents little challenge and if successful, no great achievement.

By contrast and comparatively, diesel saloons are the trying away game for Jaguar or the equivalent of a club using many new players. They may take time to develop a winning formation; to learn each other’s nuances and achieve league glory for the team.

Ostensibly, neither outcome is as expected. Back in 2004 and right from the off Jaguar created a 2.7 diesel S-Type that was every bit as good as BMW’s then class leading 530d. And it’s Ford sourced 2.0d was used to supreme effect in X-Type, matching the smoothness and linearity of BMW’s contemporary diesel four pot.

Setting out to produce a highly focused, drivers car is also far more challenging than it once was even for masters of the art, Jaguar. Traditionally, they have used different tactics to those employed by Porsche and BMW in a bid to make XK outshine the 911 and 6 series.

The British marque’s coupes are less firm and promoted as the primary choice for long  journeys across open roads, motorways and indeed the continent. The message is that they can compete dynamically and visually but make less physical demands on the driver – more Mercedes SL than Porsche 911.

But with XKR-S they are competing with more powerful, enthusiast aimed vehicles such as the Porsche GT3, Maserati GranTurismo S and BMW M6.

Visually, the XKR-S model delivers that necessary, extra dose of sporting intent over the already butch XKR. There’s a  deeper front bumper with a gaping, raised side extension, a 10 mm drop in ride height and a carbonfibre rear wing. Together they reduce vertical lift and enhance its supercoupe credentials.

Adorned in darker, matt finished metal and swathed in red stitched leather the interior also feels suitably special, using expensive feeling switchgear that operates with a finely damped precision.

Thumb the starter button and the supercharged V8 explodes into life – few engines sound as charismatic as this. Jaguar have re-mapped the throttle and added a sports exhaust to increase the standard XKR’s power by 39 bhp to 542. Torque also climbs, the engine now producing 501 lb ft of the stuff; 40 more than the XKR.

Applying the throttle I unleash a good number of its 542 bhp. Instantly I’m pinned back in the seat and the car dashes towards the horizon. The sensation is akin to one you’d imagine feeling in a shuttle as it travels very fast towards space. Just tickling the throttle raises a smile of euphoric bliss and upping the pace sends adrenalin rushing through my body.

The engine’s voice is part nascar, part fighter jet – its hearty, complex bellow growing in volume as the needle nears the red line. Also apparent is a prodigious wave of torque that seems to blur the box’s six gear shifts into a single burst of action. This is no doubt helped by the engine’s excellent linearity and a gearbox whose ratios have been carefully matched to the unit’s power delivery.

With the car moving gracefully across the ground you notice the suspension swallowing up many harsh looking bumps and undulations. While some are filtered out before reaching the cabin, the ride at times lacks the compliance we’ve come to appreciate from Jaguar. It’s as if the springs don’t have sufficient rebound properties, even for an ultra sporting coupe that is supposed to be firmly sprung.

The steering too, is not without fault. It would benefit from a heavier, more responsive action. This would give the driver confidence to extract the car’s monumental performance more often while deriving added pleasure from the experience.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £97.430

Engine: 5.0 32v 542bhp - 0-62mph: 4.2 secs - Maximum Speed: 186mph -

Economy: 14.9mpg (urban) –33mpg (extra-urban), 23mpg (combined) -Emissions: 292g/km (Band M) - VED (12 months): £475

Dimensions: Length: 4794mm - Width: 1892mm - Height: 1322mm - Wheelbase: 2752mm

*Data from Jaguar UK

Verdict 

The abiding impression of the XKR-S is that Jaguar has succeeded in tackling the most focused sports cars at their own game. With its peerless body control and tastefully adapted interior it wants only for more transparent, sensitive steering and extra ride compliance. Jaguar has produced an endearing, blindingly fast car that offers a memorable driving experience. The car is defined by that perfectly calibrated engine and gearbox – together they are its crowning glory.

2012 Range Rover Evoque ROAD TEST (Josh Ross)

Over the last five years the off road vehicle sector has experienced the most significant development since the mass introduction of elevated, four wheel driven Sports Utility Vehicles 5-15 years earlier.

In this time the class has spawned a subsection of ‘crossover’ vehicles. Barely larger than a typical 5 door hatch, crossovers like the Nissan Juke, Mitsubishi ASX and Peugeot 3008 offer the option of all wheel drive but are not designed for arduous off road use. Like the first RAV4 and Honda CRV these models use the same unibody construction as road cars.

And it’s into the higher priced end of this hotly contested sector that Evoque lands, its unique blend of qualities already securing the vehicle considerable market share. Unlike its competitors the smallest Range Rover promises both remarkable off road ability and superior on road credentials. It’s as likely to tempt buyers from their BMW 3 series or Audi A4 Avant as it is to be chosen over an Audi Q5 or BMW X3.

Traditionally four wheel drive vehicles used a separate body mounted on a ladder chassis, hence the term body-on-frame. Then, towards the turn of the millenium there was a paradigm shift in the larger 4×4 class. BMW was first to use an integrated, one piece construction for its luxurious 1999 X5 and for their 2003 launched XC90 Volvo employed a similar chassis.

Designed primarily for on road use these vehicles were lavishly equipped, had premium pricing and felt more sophisticated to drive than traditionally constructed 4x4s like the Toyota Land Cruiser and Mitsubishi’s heavy duty Shogun. With successive iterations the on road manners of these traditional off roaders has vastly improved but they have persevered with the body-on-frame construction.

The catch with this new breed of four wheel drive vehicle of course, was that they couldn’t match the massive axle articulation and considerable ground clearance of the original 4x4s.

Until that is Land Rover gave us the unibody constructed Range Rover in 2002. This vehicle was as unstoppable off road as Defender yet gave driver’s refinement and composure that humbled a Mercedes S Class. Its piece de resistance was a beautiful, finely constructed interior. Designed with remarkable foresight and attention to detail, it has required only minor updates to maintain its freshness. Like the car it perfectly combines both form and function.

Ensconced in the tastefully decorated Evoque cabin I find that it imparts a similar sense of well-being to Range Rover. Despite generous space in the rear of the vehicle, the cockpit is more contained with styling that closely mirrors the Range Rover Sport interior. They share a broad, elevated transmission tunnel which contains the climate control functions and sweeps up into the angled centre console. Material quality is exemplary and all the controls move smoothly with an expensive feeling resistance.

Exterior styling is no less attractive – a profusion of creases, that high waistline, squeezed headlights and a pert, compressed rear are features of a design that was only marginally altered from concept hall to showroom.

During a brief drive to the off road facility I discovered a chassis as able as many a sporting saloons. Body roll is unexpectedly well contained for a tall vehicle with off road tyres, which combined with feelsome steering and an absorbent ride encouraged spirited driving.

The Evoque shares the Jaguar XF’s 2.2 diesel engine which is equally refined and well calibrated with the gearbox in this application. I barely notice the box juggle seamlessly between its six ratios and when called upon to drop a gear under harder acceleration, there is no hesitation. Progress was naturally more urgent than in the 163 bhp variant I sampled in XF but I also noticed fewer flat spots.

Nothing though could have prepared me for how this sporting crossover brushed off the mud and gravel strewn off road course. After they’ve driven Evoque both on and off road, one quickly re-adjusts their sense of what’s possible from a vehicle designed to fulfil disparate briefs. Despite large off road tyres the chassis was agile and feel through the helm transparent. This allowed me to make small adjustments to the steering and controls as I manoeuvred through the course.

At times I sat in amazement as the hill descent control accelerated and slowed the vehicle with such effectiveness through the rocky and muddy terrain. This patented system gives owners a choice of adjusting the chassis electronics for gravel/grass, muddy ruts and sand surfaces. In each setting the ESP, all-wheel drive, throttle and automatic box are optimised for the specific conditions.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £39,995

Engine: 2.2 16v 190bhp - 0-62mph: 8 secs - Maximum Speed: 121mph -

Economy: 35mpg (urban) –49.6mpg (extra-urban), 43.5mpg (combined) -Emissions: 174g/km (Band I) - VED (12 months): £215

Dimensions: Length: 4355mm - Width: 1965mm - Height: 1635mm - Wheelbase: 2660mm

*Data from Land Rover UK

Verdict

Land Rover’s vehicles have arguably the most challenging engineering briefs of any on sale. Customer expectations and the standard of rival vehicles dictate impeccable road manners while their off road heritage – on which the brand is built – could be compromised if the vehicles no longer excel in this area. In its quest for perfection Land Rover has again created a product so accomplished that it has few rivals – the Evoque is a sparkling example of British engineering at its best. With Tata’s help Land Rover has been able to create a range of world class products, and like its two brothers Evoque is a worthy recipient of the iconic, Range Rover badge.

2012 Jaguar XF ROAD TEST (Josh Ross)

It’s been a great week for Jaguar with the marque securing a first place ranking in the 2012 J.D. Power Survey – the UK’s renowned vehicle ownership satisfaction survey. A stern test for all manufacturers it rates every aspect of vehicle ownership including performance, quality, economy, reliability and dealer service.

So it’s fair to assume that if asked, Jaguar’s customers would happily recommend their XK, XF or XJ to a colleague, friend or family member.

As the XF has been with us for over four years you’d be forgiven for thinking that it has slipped off some buyers radars. In this time new models from Lexus, BMW, Mercedes and Audi have all been launched. With greater recognition among the public and a broader selection of model variants they looked set to steal XF’s limelight.

The results from J.D. Power’s survey tell a different story. Far from being overshadowed, XF has climbed 15 places in 12 months to win their ‘Executive Car of the Year’.

Jaguar’s success lies in some clever, essential life cycle updates that allow XF to remain not only competitive but to lead its class in many areas.

Tata’s considerable investment has allowed Jaguar’s engineers and designers a greater degree of artistic licence than they enjoyed under Ford. The result is this, the updated XF Sedan. Chief among the changes is a reprofiled nose with distinctive, feline-esque gazers encircled by daytime running lights and a new, 2.2 diesel engine available in two states of tune.

In pre-facelift guise the car looked sleek and elegant but it’s frontal aspect was the least successful design feature. Anonymously styled front lights could easily have adorned any number of mid sized US sedans built locally and designed for the home market. So successful is this redesign that it makes the car appear more lithe and poised – desirable qualities for any large, sporting vehicle.

While Jaguar shares premium brand positioning with rivals from Japan and Germany there is a disparity in its approach. Firstly, both exterior and interior designs are less imposing than you’ll find from competitor vehicles. Striking and finely crafted, XF’s interior combines metal, wood and leather to satisfy those who aspire to both modern and traditional luxury experiences. As the gear shift dial rises and the vents flip open to use, you’re reminded of those uber modern drinks cabinets or stereos one might find at an exclusive private members club or hotel. The type of devices so intelligently designed that you never tire of using them.

And then there’s the driving experience. Like its rivals XF can be hustled along at considerable pace – it has the body control and damping to swallow up all manner of undulations. But that’s not the billing of the SE specification model that I tested. The wide tyre wall provides a soft, comfortable ride but as speeds increase and you enter a tight turn mild understeer is felt.

Steering that is light but always feelsome helps you to quickly bond with the car. Soon you’re using the high mechanical grip and generous gobs of torque to send it down each straight and through the bends. Little adjustment or effort is needed.

Careering up the straights with some fearsome undulations I realise how nonchalantly this car switches between cruiser and bruiser. The engine’s power band is relatively short but operate between about 2.5 and 5k and you’ll get sufficient shove. At all revs the unit is impeccably refined and like the best of its breed adopts a distant but gravelly snarl just before the gearbox changes up. The box slips between its eight ratios almost imperceptibly, but the combination of a turbo charged engine and high gearing means that you’re occasionally caught off boost in a higher ratio than you’d like. You can either wait several seconds for the turbo to activate (as the speed increases subtly) or for more urgent progress further depress the throttle, prompting the box to hook up the previous gear instantly.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £32,950

Engine: 2.2 16v 163bhp - 0-62mph: 9.8 secs - Maximum Speed: 130mph -

Economy: 42.8mpg (urban) –58.9mpg (extra-urban), 52.3mpg (combined) -Emissions: 149g/km (Band F) - VED (12 months): £120

Dimensions: Length: 4961mm - Width: 2053mm - Height: 1640mm - Wheelbase: 2909mm

*Data from Jaguar UK

Verdict

Both fleet and private buyers will quickly form an affinity with Jaguar’s new entry level model. This is a far cry from the poor performing and lowly specced premium vehicles that manufacturers once used to tempt buyers from their high spec. mainstream cars. Jaguar has successfully updated one of its most talented cars in decades, producing a refined, economical and elegant car that the J.D.Power results indicate will be a joy to own.

2012 Peugeot 308 CC FULL ROAD TEST

British summertime seems to be a bit of a let-down. Its name would suggest long periods of gloriously sunny, warm weather - perfect for trips to one of the UKs many beaches or perhaps a barbeque in the garden. Or so you would think.  Despite our questionable weather, sales of convertibles have always remained strong; in fact British sun seekers buy more drop-tops than many countries with much warmer climates.

Traditionally convertibles have made do with fabric roofs but in the last decade folding hard-tops have become a must-have. It all started with Mercedes who launched their SLK with a folding metal roof – closely followed by Peugeot with their 206 CC which brought the concept to the masses thanks to its affordability.

In April last year Peugeot face lifted its 308 family which included its folding hardtop Coupe-Cabriolet to keep it looking fresh. With a host of rivals gunning for sales including Volkswagen’s recently launched Golf Cabriolet what does the 308 CC still have to offer? We find out

What is it?

307 CC (library image)

The 308 CC was originally launched in June 2009 to replace the mechanically similar 307 CC sitting above the popular 207 based CC. It’s based on the same platform as the hatchback and SW 308 (a development of the 307) but has been extensively reengineered to provide the same strong body structure despite losing its roof. At the heart of the 308 is a 2 part electric folding retractable roof that stows neatly in the boot when folded. As the Peugeot dropped the 407 coupe a couple of years ago the 308 has been pushed upmarket to fill the gap in the line-up. A number of engines are offered including a 120bhp VTi, 156 and 200bhp THP (turbo) petrol engines – all of which are 1.6 litres. There are also 150bhp or 163bhp 2.0 litre HDi units and a 1.6 litre 112 bhp e-HDi option boasting nearly 70mpg. Transmissions include a 5 and 6 speed manual or a 6-speed automatic. Trim levels are similar to other 308 models starting with the base Access trim at £21,445 rising to the top-of-the-range Allure model topping out at £27,695. Here we are testing the 163bhp 1.6 litre HDi diesel engine mated to a 6-speed manual gearbox in Allure trim.

Rivals: Vauxhall Astra TwinTop, Volkswagen Golf Cabriolet, Renault Megane Cabriolet

Key Features

• 2 Part Electric Folding Retractable Roof
• 18” Alloy Wheels
• Dual-Zone Climate Control
• Cruise Control
• Peugeot Connect Navigation
• ABS, EBFD, EBA & ESP
• Heated, Powerfold Door Mirrors
• Leather Interior
• Electric Heated Seats with Airwave Scarf
• Front & Rear Parking Sensors

We have already seen the new face of the 308 when we drove the Oxygo hatchback recently and its carried over to the CC unchanged and is all the better for it. We were never keen on the old cars “gaping-mouth” grill as it was simply too big and gawky. The new cars nose is fantastic pasted onto the CC looking sleek and sophisticated perfectly in-tune with the rest of the CCs styling

From the A-pillar rearwards the CC shares not one single body panel with its siblings so buyers get a much lower, sleeker front windscreen and a really rather attractive rear end. Folding hard-tops have traditionally had large, ungainly backsides to accommodate the cumbersome roof neatly in the boot but Peugeot seem to have hidden the bulk well. The angular rear LED lights curve nicely around the sides of the car and a racy looking rear diffuser creeps up from underneath the bumper reducing a lot of the visual bulk. There are also chrome highlights all over the place and a neat ducktail spoiler, not forgetting our cars macho looking 18” alloy wheels. It’s a very attractive and premium looking car that is far more than a 308 with its roof cut off and whilst with us received lots of attention.

Open the extremely long, heavy doors and you are greeted with a seriously plush interior. We have already praised the interior of the basic 308 but the CC especially in Allure trim really is a lovely place to spend time. The basic dashboard is standard 308 fare with it’s neatly laid out angled centre console and classy dials brought together with lashings of soft-touch plastics, chrome and leather. Running your hands over any interior surface reveals not a single cheap piece of trim – it’s that good.

The seats are also as near to perfect as you will find on a car in this price-range, not only do they look great but they are supremely comfortable and incorporate Peugeot’s Airwave Scarf technology which gently blows warm air onto the front seat passenger’s necks in colder weather. The front seats are also electrically adjustable with the driver’s seat having two memory functions.

As you would expect rear seat passengers aren’t treated to the same executive levels of luxury as those in the front. The seats themselves are comfortable enough but getting to them with the roof up isn’t easy and space is severely lacking. Legroom is passable but headroom makes the seats almost useless for adults if driving with the roof up.

Boot space is actually pretty decent at 465 litres with the roof in place and the massive opening makes loading items easy. With the roof down it shrinks to 266 litres and luggage has to be posted through a slim opening between the folded roof and the boot floor. Whilst with us we found the best way to use the space was to load the boot – we fitted my daughter’s travel cot, buggy and bags in – pull the canopy over then lower the roof. To get the items out the roof had to be raised again. It is a minor inconvenience considering the benefits.

Put simply the 308 CCs roof is a work of art. In around 20 seconds you can go from sleek coupe to sexy convertible at the touch of a button. Watching the whole process never gets boring as the series of motors fold and pivot the roof and relevant sections neatly away in an origami-type fashion. It can also be operated at speeds of up to 7.5 mph if needed. Once the roof is down the driver can lower all of the side windows for the ultimate wind in the hair experience. There were lots of opportunities to drive the car around with its roof down during its time with us thanks to temperatures in the late twenties- it’s what it does best. We even managed to give the Airwave Scarfe seats a thorough testing when temperatures at night-time dropped to ten degrees and they work perfectly well.

With additional body strengthening in the doors and floor plan along with that complex roof mechanism the 308 CC tips the scales at a podgy 1690kg. For this reason it’s best not to expect sports car performance even from the most powerful engines in the line-up. Our test cars large 2.0 163bhp HDi engine kicks out 340Nm of torque but takes 9.7 seconds to reach 62mph. It actually feels brisk enough and suits the car well. Throttle response is good and usefully maximum torque is delivered at 3000rpm. Refinement is faultless even with the roof down and the 6-speed manual gearbox has a lovely smooth action. Whilst with us the HDi returned a competitive 43mpg on shorter journeys and emissions of 149g/km running costs aren’t going to break the bank.

Expecting a CC to ride and handle with poise and precision would be a mistake as the car it’s based on is some way off the best in class. Despite this the added weight of the cars body results in a comfortable ride most of the time making it a great long distance companion.  Grip levels are also good. It all starts to fall apart when you ask the car to deal with bumps and corners at the same time – on country roads for example. For starters the decently weighted steering is woefully numb making it hard to know what the front wheels are doing and mid-corner bumps jolt through the steering column often knocking the car of its given line. Ride quality quickly deteriorates as the cars weight shifts around crashing over the smallest of undulations causing the rear end to shimmy around thanks to its basic torsion beam. The CC is a perfectly pleasant car if not driven enthusiastically

Words and Photos by Rob McSorley 

Technical Data

Price as tested: £28,600

Engine: 2.0 16v 163bhp - 0-62mph: 9.7 secs - Maximum Speed: 129mph -

Economy: 37.6mpg (urban) –60.0mpg (extra-urban), 49.5mpg (combined) -Emissions: 149g/km (Band F) - VED (12 months): £120

Dimensions: Length: 4400mm - Width: 1817mm - Height: 1426mm - Wheelbase: 2605mm

The Verdict 3.5/5

If you are in search of a stylish, well built, comfortable couple-cabriolet then the 308 CC is the perfect car for you. It’s an absolutely stunning looking car and feels like a thoroughly premium product with build quality to shame much more expensive cars on the market. Comfort and refinement levels are also extremely good and in HDi form running costs will be of little worry. Peugeot’s Airwave Scarf technology and heated seats also mean that top-down motoring is perfectly feasible even in colder conditions. Where the package starts to struggle is dynamically. The limitations of the 308s platform are only made worse by the additional weight it has to lug around. Performance is decent enough but there is no reward for pushing the car through challenging corners as it lacks composure and agility. Although our car came we a handful of extra’s (Pearlescent pain, Electric seats, Peugeot Connect Navigation) a basic asking price of £26,845 is also steep. Luckily the way the CC makes you feel as you cruise around with its top-down will make it a must-have for many. 

You will like

Looks

Cabin Quality

Refinement

Airwave Scarf seats

You won’t like

High asking price

Poor handling

Cramped rear seats

Numb steering

Special Thanks to; Peugeot Motor Company PLC, Pinley House, 2 Sunbeam Way, Coventry CV3 1ND