Month: October 2017

What is it?

Some might say the Levante has been the saviour of Maserati – and they’d be right. In a market that’s moving swiftly away from saloons in favour of high riding off-roaders, even Italian sports car manufacturers need a 4×4 in their line-up if they’re to balance the books.

That’s why Lamborghini is putting the finishing touches to its soon-to-arrive Urus, Ferrari is secretly squirrelling away on a rumoured 4×4, and why Maserati launched the Levante a year or so ago.

Sadly, Maserati went off half cocked – launching its SUV in the UK with only a diesel. Now, the car that accounts for more than half of the Italian firm’s sales worldwide, has been given the powerful petrol unit buyers wanted from the start, plus some tech tweaks to keep it fresh.

What’s new?

Don’t expect any radical styling changes from the 2018 model year Levante – they’re as hard to spot as an SUV mule from sister firm Ferrari. Squint and you might just see the new badging on the doors, but we’d forgive you if you missed them.

Aside from the petrol powerplant, which we’ll get onto in a minute, Maserati has added a few new safety features to the Levante. There’s electric steering, which means active lane assist is now a possibility, as well as blind spot detection with ‘haptic’ feedback via the steering wheel.

There’s revised trim options to choose from too – a base model, a GranSport and GranLusso. The differences are minimal between the top two and centre mostly around the colour of the grille and interior trim. As such, they cost exactly the same amount of money.

What’s under the bonnet?

The biggest change is nestled up front. The petrol unit is the one the Levante should have been launched with and brings the SUV alive.

It’s been available in Europe for a while, but is now coming to the UK in right hand drive guise and serves up 424bhp and 580Nm of torque from a Ferrari-developed 3.0-litre V6 twin-turbo. While the engine might not appear in any Ferraris, it does sound typically Italian on start up – throaty and over the top – and is good for 60mph in five seconds and a top speed of 164mph.

It emits 253g/km and returns 25.9mpg on the combined cycle too.

What’s it like to drive?

While an SUV is never going to be as dynamic as its low-riding saloon rivals, the Levante does a good job of pretending to be sporty. It’s certainly got an impressive turn of speed and, in the bends (of which our test course had very few) it felt taut and dynamic, compared to some rivals.

It’s helped by a number of driver assistance modes which lower the adaptive air suspension in sport, and increase it when off-road.

Maserati subjected our test cars to some soft, sandy dunes, but was forced to lower the tyre pressures before we were allowed to tackle them. The clever electronically-controlled differential certainly coped admirably with the conditions, though, and in the hands of a professional driver (we weren’t deemed capable), it managed to scale Dubai’s Fossil Rock at impressive pace. That said, one did get stuck in the deeper dunes and a Toyota was forced to rescue it…

We didn’t get on particularly well with the new steering. Although light at parking speeds and now able to offer lane keeping assistance, it’s lost some of the feel the hydraulic system that went before it had.

How does it look?

Maserati hopes the unique looks of the Levante will win it buyers. It won’t be to everyone’s tastes, though, with a huge gulping grille, and shark-like proportions to its body. It’s been described as having an air of an Infiniti QX about it, and side by side you can certainly see a resemblance, but just don’t let the Italians hear you say it. It’s got a unique look on the road, with the eyebrow-like daytime running lights and quad tailpipes making a bold statement.

What’s it like inside?

Inside, the Maserati has some luxurious touches and the materials feel premium. Sadly, we found the leather seats incredibly uncomfortable with the back rest particularly pew-like. The steering wheel is too chunky and has too many pointless buttons and the infotainment system is hard to fathom. Compared to intuitive units, like that found in Volvo’s XC90, the Maserati system looks out dated. There’s plenty of room in the back though, a decent sized boot and new soft-close doors add an extra luxurious touch.

What’s the spec like?

Maserati has added a host of new tech – most of which buyers will already be accustomed to from other premium brands. That electronic steering gives rise to active lane control, and highway assistance takes care of steering, braking and acceleration at speeds up to 70mph. Blind spot assistance, traffic sign recognition, adaptive cruise control, forward collision warning and active braking are also on offer. A 360-degree parking camera, Apple CarPlay and Android Auto are welcome additions.

What do the press say?

Auto Express wasn’t particularly taken with the new Levante, awarding it just three stars. Autocar was somewhat kinder, handing out four, and adding: ‘Praise be, what’s shaping up to be the most important Maserati in decades seems to have negotiated its awkward early years and blossomed into the car many probably hoped it might be from the off.’

Verdict

Maserati is probably kicking itself that it didn’t introduce the Levante with this petrol powerplant from the off. Buyers really couldn’t have cared less about the added expense a petrol unit carried over a diesel – they simply wanted the fastest, most expensive model there is. Those buyers will be satisfied with these results, then, as the Levante now comes with the characterful engine it always deserved. It’s a shame the steering doesn’t live up the hype, but most owners will soon see past that – and instead enjoy all the benefits of an Italian sports car in SUV clothing.

The Knowledge

Model as tested: Maserati Levante S GranSport
Price: £76,995
Engine: 3.0-litre V6 twin turbo
Power: 424bhp
Torque: 580Nm
Max speed: 164mph
0-60mph: 5.0s
MPG: 25.9mpg
Emissions: 253g/km
Rivals: Porsche Cayenne S, BMW X5, Mercedes GLC

If there’s one thing to say about the latest Honda Civic Type R, it’s that it is divisive. The styling of Honda’s performance hatchback range has always been on the wild side, but the latest iteration is the most bold and brash yet.
If you can see past the vast spoiler, bonnet scoop and seemingly random cuts and slashes in the bodywork, you’ll find an absolute cracker of a hot hatchback. In fact, you’ll find the most powerful front-wheel drive hot hatch currently on sale.
But power and crazy styling don’t necessarily make a class leader. Luckily, the Civic Type R has a few more tricks up its sleeve than that.

1. It’s fast

The Civic Type R posted a Nurburgring record just before it went on sale, lapping the famous race track in just 7:43.8. That was seven seconds quicker than the previous model, and a record for a front-wheel drive car around the Nurburgring.
Honda says the car was as close to stock as possible – it used road tyres, and the only weight stripped from the car was to allow for the roll cage. The company also claims the roll cage didn’t contribute any stiffness either.
The Civic Type R will go from 0-60 in just over five-and-a-half seconds and onto a top speed of 169mph.

2. It’s not absurdly powerful

Sure, 316bhp is plenty of grunt by most standards, but the Civic Type R is by no means the most powerful kid on the block. The Audi RS3 is indecently powerful, with 395bhp, while the Mercedes-AMG A 45 serves up 376bhp.
More tellingly, the Civic Type R’s 2.0-litre turbocharged engine is only 10bhp up on its predecessors.
Instead of chasing massive power, Honda has chosen wisely, and gone for a power output that can still be safely deployed on public roads – and enjoyed with a six-speed manual gearbox.

3. The mad looks aren’t just for show

First, start at the rear. You can’t miss the triple exhaust pipe system – with a small central pipe flanked by larger units. The central pipe is there to reduce boominess at motorway speeds.
Round the front, that bonnet scoop is essential for engine cooling, while underneath is a host of flat floor parts, which reduce lift.
The result of all the crazy bodywork is a car that generates genuine downforce at speed. The Civic Type R is the only car in its class to do this, says Honda, and it’s a boon for high-speed track work.

4. It’s usable every day

Previous Civic Type Rs have a reputation for being rather lairy. With uncompromisingly firm rides, twitchy steering and lots of tyre roar, even the most recent model was a trial on a long trip.
Not so with the new car, though. Fully independent and adjustable suspension means that, while you can tighten everything up for a firm, track-biased ride, it’s also remarkably comfortable on longer trips.
Combined with fabulous sports seats, space for five adults and a massive boot, the Civic Type R could really be a daily driver. It will even do 30mpg easily.

5. It’s British-built

That’s right – the new Civic Type R is built alongside other Honda models in the brand’s plant at Swindon. It’s produced alongside other massive volume-sellers like the CR-V and the standard Civic.
Honda’s had a plant in Swindon since 1992 and has already committed to remaining there post-Brexit, investing a massive £200m at the plant.
“We’ve gone through some tough times, during which we have consistently demonstrated our resilience. The workforce is hugely committed and we have shown great flexibility in adapting to situations,” said Jason Smith, Honda Swindon plant director.

6. It’s heading to the States

Our friends across the pond rejoiced when the news broke that Honda would offer the Type R in the USA. Until now, the North American market has been able to buy the Civic – but only in non-Type R saloon form.
The USA’s 25-year import law means it’s going to be a while before previous generations of Type R can be bought into the country, so the latest model really is a big deal. Consequently, it’s been massively popular, with some unscrupulous dealers selling cars for huge mark-ups.
Of course, US citizens only have to wait eight more years before they can begin importing the incredible EP3 generation Type R…

Checking your car’s engine oil level is absolutely essential – and the good news is anyone can do it quickly and easily.
However, if you neglect your duty, the engine can suffer major faults and you’ll be left wondering why you didn’t do something about it sooner while waiting to be rescued at the side of the road.
A spokeswoman for the AA said: ‘Modern cars use very little engine oil, but that’s not a reason for complacency. Oil loss can occur for a variety of reasons and not checking your car’s oil level can potentially be a disastrous and expensive mistake.’
So, to prevent disaster, here are the key steps for checking your car’s engine oil level.

1. Park on a level surface

In order to get an accurate oil level reading, you should park your car on a level surface. If the vehicle is parked on a slope, the oil will run to one side of the sump, which is unsuitable for measurement.

2. Make sure the engine is cool

When checking your car’s oil level, you need the engine to be cool. You should either carry out the check before starting the car or at least 10 minutes after switching the engine off. If the engine is warm, not all of the oil will have returned to the sump and you will get an inaccurate reading.

3. Open the bonnet

To check the oil level, you need to get under the bonnet. Look for a release latch inside the car’s cabin – usually in the driver’s footwell. Then go round to the front of the bonnet and put your hand into the open gap. There will be a lever, which you will need to push to one side. If it’s not obvious, check your car’s handbook. You will then be able to lift the bonnet and secure it in place with the bonnet support rod.

4. Locate the dipstick

Now that you’re looking at your car’s engine bay, you’ll need to find the oil dipstick. You’re looking for a ring-shaped piece of plastic on top of a thin vertical pipe. The ring-shaped part on top of the stick is usually a bright shade of yellow or orange.
If your car is front-wheel drive, the dipstick will be near the front of the engine. If your car is rear-wheel drive, the dipstick will be near the rear of the engine. If you cannot find the dipstick, look in your car’s handbook for its location.

5. Pull out the dipstick and wipe it

Once you have located the dipstick, put your index finger through the hole and grip it. Firmly pull the dipstick out of the pipe and hold it level. Take a clean rag (never paper towel) and wipe down the dipstick, cleaning the oil off in the process.

6. Put the dipstick back in the pipe

Having wiped down the dipstick, put it back into the pipe, making sure it goes in the same way round as before. This is because the pipe has a bend in it, and the dipstick is only designed to bend around it one way. If it gets stuck as it’s going in, turn it around and try again.

7. Pull out the dipstick again

As before, remove the dipstick from the pipe and hold it level. Look at the end of the dipstick and see where the oil film comes up to. There will be some form of markings to check the oil level against, such as L and H (low and high), Min and Max (minimum and maximum) or some crosshatching.

8. What to look for

The top of the oil streak should be between the two marks or within the crosshatching. If not, you will need to add oil. It’s also worth checking the colour of the oil, which should be black or brown. If it appears to be an unusually light colour, coolant may be leaking into the engine. The presence of metal particles would indicate engine damage. In either case, you should have the car towed to a mechanic’s workshop.

9. Topping up

If you do need to top the engine up with oil, check your handbook for the correct oil needed – they differ so make sure you do. Slowly pour it in the engine oil filler cap (this is different to the dipstick) and keep checking the oil level at regular intervals. Try 100ml at a time and leave time for it to sink to the sump.

10. Job done

If the level and colour are correct, and all appears to be in order, then you have no need to worry. Put the dipstick back in the pipe as before and close the bonnet – you’re good to go!

Since 1985, the BMW M5 has been the go-to super saloon. It was the first to really mix incredible performance with genuine everyday usability, and as time’s gone on each subsequent generation has been faster and more brutal than the last.
The latest car looks set to continue that trend.
With BMW’s experience in this sector, the new M5 should remain one of the front-runners for buyers who desire pace, grace, and space. Despite sharing quite a bit with the previous model, the new M5 is a marked step up in just about every way, thanks to some key changes and additions.

1. It’s insanely powerful

The latest BMW M5 uses a twin-turbocharged 4.4-litre V8 engine. It’s an updated version of the unit in the old car, and certainly doesn’t lack for performance – though some still lament the loss of the naturally aspirated engines in M5s of old.
The new car produces an incredible 592bhp. That’s 39bhp up on the old car, though it’s narrowly beaten by its main rival, the Mercedes-AMG E 63 S. Even so, the new M5 has enough power to trouble many supercars.
The Mercedes-AMG E 63 S produces 604bhp, and the Audi RS6 Avant 552bhp. Even the Audi R8 V10 Plus and McLaren 570S – outright supercars – ‘only’ push out 562bhp.

2. It’s four-wheel drive…

Traditionalists look away now – for the first time, BMW’s flagship super saloon will be driven by all four of its wheels. Ever since the first E28 model M5 was launched back in 1985, the saloon has been rear-drive only, but not any more.
The xDrive system is available on plenty of BMW models, but this is its first outing in a bonafide M car, giving BMW the chance to rival the Quattro and 4MATIC systems on its Audi RS6 Avant and Mercedes-AMG E63 S competitors.
The four-wheel drive system won’t be much help if you head off-road – but it aids traction in a launch start and can tighten up the car’s line in corners thanks to clever torque vectoring.

3. … but not all the time

That’s right, if you fancy some old-school tail-out action the M5 will oblige. A rear-drive only setting will be available, allowing you to go wild.
It’s similar to the Drift Mode available on cars like Ford’s Focus RS, though with so much more power the M5 should be correspondingly more spectacular.
Use with caution though, as this mode also disables the stability control and traction control, leaving you with no real safety net between your wheels and the savage engine.

4. The numbers are incredible

On paper, the new M5 is very, very fast indeed. 0-60mph should take around 3.2 seconds – around a second down on the old car – while top speed is limited to 155mph. Pay for the optional M Driver’s package and that goes up to 189mph.
That compares very well to supercars, with acceleration matching the McLaren 570S and Audi R8 V10 Plus. Top speed is a little down with both of those cars able to hit 200mph, but as you’d only be able to stretch that far on the Autobahn it doesn’t matter that much.
Other numbers worth mentioning are 750Nm of torque, and slightly less impressively, around 1,800kg in weight.

5. It’s totally adjustable

The new torque converter gearbox, adjustable dampers and engine tuning are all electronically controllable via BMW’s Drivelogic system. This will give drivers a vast array of choice when it comes to driving characteristics, and should allow for a true multi-purpose car – supple and comfortable in town, and pin-sharp and firm on track.
There are three settings each for the gearbox, engine, steering and chassis, and you can save your preferred setup under programmes accessible from the steering wheel.
However, we’d hope BMW would offer a few pre-set programs, so that you don’t have to be an expert in chassis dynamics to tune up your vehicle every time you pop to the shops.

6. It stops as well as it goes

Behind the two-colour 20-inch alloy wheels sit massive vented brake discs with new ‘compound’ brake pads. Said to be lighter and more effective than standard cast-iron ones, they’ll be recognisable by blue-painted calipers.
Clever air openings in the front bumper provide the brakes with plenty of cooling, even in what BMW calls ‘race track applications’.
Customers can also specify carbon ceramic brakes with stunning gold calipers. As well as being eye-catching, they’re lighter, weighing only 23kg. They also offer even better performance and won’t fade as quickly as conventional brakes.

7. It still flies under the radar

The new M5 will still attract attention from those who know what they’re looking for, but it’s not as brash and bold as the Audi RS6 Avant. Pick a dark colour and take it easy on the options list and you could almost call the new BMW M5 discreet.
BMW claims the M5 was designed with form after function, though it still looks sufficiently mean. It’s also been lightened – the bonnet is made of aluminium, while the roof is made from carbon fibre-reinforced plastic.
Muscular wheelarches, aggressive front and rear splitters, big brakes and quad exhaust pipes mark it out from the standard 5 Series, though.

8. It’s expensive

Expect to pay just under £90,000 for a new M5 in its most basic form. However, trip into the options list with pricey extras like carbon-ceramic brakes and that price will easily shoot over £100,000.
That puts it on a par with the Mercedes-AMG E 63 S, which starts at £88,295, though it’s a way above the £79,545 Audi RS6 Avant. However, put it next to supercars with similar performance and the M5 begins to look like a bit of a bargain.
It’s £45,000 cheaper than the Audi R8 V10 Plus, for example, and £55,000 cheaper than the McLaren 570S. Plus, it offers far better long-distance comfort and genuine family practicality – albeit without the visual drama that a two-seat supercar provides.

When Mercedes-AMG dropped the insane SLS from its range, many fans shed a little tear. The SLS was enormous, expensive and about as discreet as a grenade launcher, but it was a truly special range-topper for the Mercedes range.
Then the new Mercedes-AMG GT came along – smaller, cheaper, and with less theatre thanks to conventionally opening doors, it nevertheless continued to fly the flag for front-engined supercars and in time has become a serious contender in a market flooded with Porsche 911s and Audi R8s.
And just like the 911, the AMG GT has spawned more focused, track-ready variants, and the peak of this is the hardcore AMG GT R.
Aimed squarely at the Porsche 911 GT3 RS, Mercedes claims it’s as close to a race car for the road as it’s ever made. At least, until the Project One arrives…
Here are some essential facts you have to know about the Mercedes-AMG GT R…

1. It’s as fast as you’d expect

Adding power to a supercar has long been a good recipe to increase its speed, so it’s no surprise to find that Mercedes-AMG has fitted one of it’s more sophisticated powertrains to the GT R.
It packs a handcrafted 4.0-litre V8 engine, with two turbochargers placed in the ‘vee’ of the cylinders for better response. It makes an incredible 577bhp, good for a 0-60mph sprint of under 3.5 seconds.
Top speed is just shy of the magic 200mph mark but all the way there, you’ll be amazed at the brutality of that marvellous engine.

2. Comfort is very much an afterthought

Though the Mercedes-AMG GT R does have a ‘comfort’ mode, it’s still more hardcore than many other cars are on their most ferocious settings.
Unashamedly stiff, super sharp steering and a fantastic amount of noise from the engine mean this is definitely not a grand tourer in the same vein as the Aston Martin DB11 V8.
That’s not to say it’s totally unusable – the suspension does take the worst edge off bumps, and the race seats are fantastic.

3. It flies the flag for front-engined supercars

The GT R sits very much in its own little world when it comes to rivals. In terms of price and performance, it seems to rival cars like the McLaren 570S, Audi R8 and various iterations of the Porsche 911 – but none of them keep their engines in front of the driver.
In that sense, you could consider the Merc a rival to cars like the Chevrolet Corvette ZR1, Dodge Viper ACR (sadly discontinued) or Nissan GT-R Nismo.
Either that, or consider it a half-priced Ferrari 812 Superfast.

4. It’s a true AMG

AMG’s philosophies are alive and well in the GT R – particularly the ‘one man, one engine’ policy, which means each AMG engine is worked on by a single technician from start to finish.
Other AMG hallmarks include ‘form follows performance’ – easy to see on the GT R, where aerodynamic and performance additions are seemingly applied with a trowel.
AMG claims that even when stationary, its vehicles are ‘explicit about their true purpose’ – driving performance.

5. It’s been honed at the Nurburgring

More and more car manufacturers are choosing the Nurburgring to develop and fine-tune their cars, especially performance models. AMG is no exception, and the GT R is a Nurburgring veteran.
While there’s very little regulation of Nurburgring lap times, the GT R’s 7:10.9 is deeply impressive, and comes in almost four seconds faster than a Lexus LFA fitted with the Nurburgring package.
The GT R has had the Nurburgring in its sights from the beginning, and its incredible lap time proves that.

6. It’ll cost you a bundle… but it’s still cheaper than you might think

The AMG GT R starts from £140,545 – a pretty penny, and over £40,000 more expensive than its non-R sibling. But to look at the car’s price would be doing it a disservice.
Porsche’s 911 GT3 RS may have been cheaper to buy when new, starting from £131,296 – but it’s famously difficult to get hold of, and buyers often pay vastly inflated sums just to own one. Even now, used prices flit around the £200,000 mark.
Compare it to its mid-engined brethren and the GT R’s case gets even easier to justify. The McLaren 570S and Audi R8 V10 Plus skate just either side of the AMG – at £145k and £135k respectively. So expensive it may be, but the GT R is no more pricey to own than its main rivals.