2012 Peugeot 508 Saloon FULL ROAD TEST (Josh Ross)

Peugeot 508 GT 2.2 HDI 4 dr

Background and First Impressions

Available in either saloon or estate guises and with petrol, diesel or hybrid power, Peugeot’s 508 replaces both the 407 and 607 models. The nomenclature also breaks with the 4 series badging that Peugeot employed for its mid-sized cars. This line began with the 1934 401 and included the 405 and 406 – two class leaders that helped underwrite and maintain Peugeot’s reputation as the choice for enthusiasts. Instantly recognisable for its imposing, bold flanks and nose the 508 was launched in 2011 and is a befitting replacement for the 407.

The strongest design element is the two creases that run from either side of the grille to the A pillars. Beneath these another indentation travels from the headlight to the rear lamp cluster – this complex arrangement gives a ‘layer’ effect to the metalwork. It’s a joy to behold and gives the car a striking appearance; pronounced further in the Pearl White metallic paint of the model that I had on test.

Featuring Peugeot’s recently introduced design language the 508 drew positive, intrigued glances from many motorists and pedestrians. Features like the floating grille, swept back headlights, subtly rippled bonnet and newly stylised brand emblem are present across the range, while the strongest visual links are with Peugeot’s 208 and recently revised 308 and 107 models.

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 Toyota Yaris ROAD TEST (Josh Ross)

When the original Yaris launched back in 1999 its styling, dynamics and packaging quickly elevated the car to the top of its class. Journalists and buyers fell head over heels for the cheeky appearance, digital dash display and novel sliding rear bench. Perpetual praise followed, with Yaris winning the covetable Car of the Year title in 2000 – the first of its many awards.

Previously Toyota had been associated with worthy but unexciting cars – Celica and MR2 withstanding. But with Yaris their approach was far more ambitious. Offering a brace of smooth and tractable VVTI engines Toyota proved that its dynamic DNA could also work effectively in the volume sector – the units employed the same torque optimising technology as the 1.8s offered in MR2 and Celica. Never before had a small car been so complete; Toyota’s renowned reliability complementing a carefully honed chassis and spacious innards.

The then ageing Fiesta offered comparable smoothness, character and performance from its Zetec S engines but in a noisier and cramped bodyshell. Volkswagen’s Polo played the quality card but provided little driver enjoyment. Rivals such as the Clio & Punto meanwhile were unengaging to drive, attractive to look at and until Yaris arrived, viewed as the cool choices along with Polo.

Clearly Toyota has created a winning recipe with Yaris for despite a new nameplate and its unremarkable Starlet predecessor, the car rapidly became a sales success. Up to the end of 2011 368, 185 Yaris’s found homes.

Launched last year the model tested is Toyota’s third Yaris. The second model was introduced in 2005 replacing the then six year old original.

Aesthetically, this car deviates most from its two forebears. Where the Mk1 and 2 were soft, rounded designs that also used curvier shapes for the dash this car is more angular and edgy. There are similarities between the Mercedes SLK & CLS lights and Yaris’s diamond shaped units while the side profile, with its sharply rising window line and high set handles, is another striking and attractive styling feature.

Step inside and you quickly settle into the soft and comfortable half leather seats. For a B segment car interior space is impressive and the boot offers a class competitive 286 litres of capacity.

The dash is clearly laid out and effectively combines both form and function. Where its direct predecessor opted for a tightly stacked, vertical console, this model uses a slender, horizontally ordered dash. The large screen for the Touch and Go system (incorporating rear view camera, sat nav and both iPod and internet connectivity) dominates the dash and sits logically above the climate controls. These are perfectly placed allowing you to adjust the temperature on the move. And with so little dash space more cabin room is created – a particular advantage for those with larger frames. Quality is faultless and the materials also have a hard wearing feel. That said, some softer touch plastics and a greater variation in colour would improve the cabin ambience.

Driven at sedate speeds the Yaris accounts well for itself. The steering is light and responds quickly to your inputs, while throttle response from the lively 1.33 unit is as keen as one would hope given its predecessors. Up the pace and the Yaris continues to hold its own, though wind noise is a little intrusive at motorway speeds and sharper bumps can upset its composure. Luckily, the chassis counters with a tightly controlled body and reasonably quiet ride. As an SR specification model the ride is lowered by 10 mm over lesser specified cars. This helps firm the suspension up which pays dividends through the corners.

Those of  sportier dispositions are also catered for with the CVT transmission. They will appreciate the steering wheel mounted paddles that allow drivers to shuffle between the ratios – this is achieved with minimal interruption in both automatic and manual modes.

Verdict

Those after a small, well built and sharp looking car should definitely check out Toyota’s new Yaris. Multimedia connectivity, excellent construction and improved dynamics characterise this 3rd generation model, elevating it to the highest echelons of the class.

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

Technical Data

Price as tested: £15,185
Engine: 1.33 16v 98bhp - 0-60mph: 12.3 secs - Maximum Speed: 109mph -
Economy: 44.8mpg (urban) –61.4mpg (extra-urban), 53.3 (combined) - Emissions: 121g/km (Band D) - VED (12 months): £120
Dimensions: Length 3885mm - Width: 1695mm - Height: 1500mm - Wheelbase: 2510mm

*data from Toyota UK

2012 Ford Focus 1.0T Ecoboost ROAD TEST (Josh Ross)

Like many new versions of former greats, Ford’s third generation Focus has everything to prove. In a previous article I detailed how the ’98 Mk1 Focus represented a new dawn for the family motorist. It raised the bar so high dynamically, aesthetically and on the packaging front that it took six years for a worthy rival to emerge. And that was the MkV Golf. Today competition for sales and brand loyalty is fiercer still and some rival manufacturers have used Focus essence to create similarly tempting recipes.

Hyundai, Kia, Volkswagen, Seat and Skoda all now use independent rear suspensions. This move has allowed them to adopt many handling characteristics for which Focus became famed. Namely, neutral cornering, adjustable handling and a ride which perfectly combines both comfort and sportiness. Naturally, Ford has progressed too and their Focus is now far more refined and cosseting than the standard setting Mk1. In this transition the danger was always that its fun characteristics would be diluted out.

Thankfully, I can report that this model retains some of the original’s joie de vivre while building on the Mk2′s quality gains. The dash for instance, now uses soft touch plastics for not only its upper moulding but the lower half too – a rarity at the price and in this class.

Further inspection reveals stereo controls that fall readily to hand. But like the climate control unit, it has a profusion of small buttons which can be difficult to operate quickly on the move. And by occupying such a large area of the central console the stereo also necessitates a lower siting for the climate control unit – it now faces the gear stick and requires one to glance momentarily down to adjust the temperature settings. Luckily, the systems are intuitive and you quickly learn how to adjust their controls.

Much has been written about the peerless refinement of the 1.0 Ecoboost engine and I found its smoothness throughout the rev range uncanny. Virtually silent at idle, the note gently hardens as revs increase but never becomes intrusive and there is no discernible turbo lag either. It’s willing at all revs but the higher gears (5 & 6) are best left for cruising speed. With 125 foot pounds of torque and the same bhp, this is an engine that does need to be worked. And it’s a pleasure to operate at the ceiling of its rev band. Slotting the gear lever between its six ratios requires little effort though I found the action a little springy.

Driven with tenacity through Millbrook’s challenging hill route the tyres and chassis never indicated that they were being stretched – this car has high limits which I didn’t come close to exceeding. The Focus’s light, ultra compact engine – that will fit on an A4 sheet of paper – translates into cornering behaviour that is more sports car than family hatch. It’s keen to dance through bends and can handle rapid direction changes as there is virtually no inertia to speak of.

At all speeds the steering would benefit from more feel and electric assistance robs the rack of a degree of pleasure that you get from the old car’s helm. But, we’re talking inches rather than miles here. No, it isn’t as adjustable as the Mk1 but its limits are higher and one can still trim the cornering line with the throttle. The suspension now feels softer too and Ford has achieved this without any compromise in body control. As speeds increased I also found no reduction in stability – the car remaining flat and controlled on the open stretches and through bends. On the high speed bowl it sat comfortably at 100mph, and thanks to intelligent gearing was only pulling around 3,000 rpm at 85 mph.

To look at Ford’s Focus was once the most distinctive car in its class. While it can no longer lay claim to this title the car still retains elements of visual appeal. The front of the vehicle for instance features two spear like creases that stretch from the grille over the bonnet and tail off just before the windscreen. And, like the previous models, there is a further pressing that punctuates the body and runs the length of the car – this helps define the wheel arches.

To these eyes, the Focus’s most exciting visual cue is its pronounced rear shoulders which also form part of its rear light assembly.

Verdict

The 1.0 Ecoboost Focus brings something unique to the C sector class. If you’re looking for a family hatch be sure to drive the Focus 1.6 EcoBoost, 2.0 TDCI and a model with the 1.0 litre unit before making a decision. It’s 1.0 litre engine offers similar performance & economy to rival 1.6 units – and even Ford’s own, normally aspirated 125 bhp 1.6 – but consumes no more fuel than engines in the 1.2 – 1.4 range. So sophisticated and enjoyable is this powertrain that it helps define an already impressive package – one that is comfortable, fun, well built and with particularly low ownership costs.

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

Technical Data

Price as tested: £19,195
Engine: 1.0 turbo 125bhp - 0-60mph: 11.5 secs - Maximum Speed: 120mph -
Economy: 44mpg (urban) –64.1mpg (extra-urban), 55.3 (combined) - Emissions: 114g/km (Band B) - VED (12 months): £30
Dimensions: Length 4358mm - Width: 2010mm - Height: 1484mm - Wheelbase: 2300mm

*data from Ford UK