Month: May 2018

As markets, technology and consumer tastes change, so do car manufacturers’ model ranges. Unfortunately, this can lead to the demise of some much-loved nameplates – culled at the hands of the company accountants.

We miss some of these cars like we do departed relatives, and many enthusiasts take it as a personal insult if a manufacturer drops a model range that’s dear to their hearts. We’ve rounded up seven of our favourites from days gone by…

Honda S2000

The current Honda performance range operates at extreme ends of the performance spectrum – there’s the £30k Civic Type R and the £140k NSX. A reborn S2000 would, in our eyes, be a brilliant addition to the range, especially if it channels the character of the original.

The old car is a Japanese performance icon, with an engine that would rev to a staggering 9,000rpm – with peak power not arriving until 7,500rpm. That meant that performance from the 2.0-litre VTEC engine was hard-won but utterly intoxicating.

VW Caddy pickup

Name a small pickup truck that you can buy right now in the UK. We’ll wait. You can’t think of one, can you? While small, car-based pickups used to be common, they’ve all been phased out in favour of massive, bloated trucks – united in their goal to carry over a tonne in the load bed to qualify for tax-busting commercial vehicle status.

We say bring back small pickup trucks, such as the VW Caddy, for those who need load-lugging ability but don’t want a vehicle the size of a planet with an agricultural diesel engine under the bonnet.

Citroen DS

Citroen split off its DS nameplate a few years ago into a totally separate sub-brand, but the reborn company is yet to produce anything worthy of carrying the iconic badge. The original Citroen DS was an incredibly beautiful luxury car with a true ‘magic carpet’ ride – so far, all the modern DS has given us is a cute supermini, an awful hatchback, a bloated and uncomfortable executive car and a brash SUV.

Come on, DS – give the people what they’re crying out for. In our minds, we’re picturing avant-garde styling aboard a platform shared with the Peugeot 508. The interior must be spacious and quirky but, crucially, it has to have hydraulic suspension. We’d buy it in a heartbeat.

Mazda RX-7

Although Mazda made a successor to the RX-7 in the RX-8, it failed to capture the essence of the legendary rotary machine.

Over the course of a 24-year production run and three model generations – the last of which was arguably the greatest – the wankel-powered monster gained fame for its incredible driving experience and glorious rotary engine note, wrapped up in ever-more sleek and sexy bodies.

Mazda is on a roll at the moment, and we think there’s no better time than now for it to reintroduce its most famous machine.

Renault Espace

Renault does actually produce its fifth-generation Espace for the continental market – the nameplate was pulled from the UK because of slow sales. But the current incarnation is more SUV than MPV and strays about as far from the original Espace’s formula as it’s possible to get.

At one point, the Espace was the best MPV on the roads. We want to see a return to that with good driving manners, palatial space in a clever and uniquely French interior and seven interchangeable, removable and hugely comfortable seats.

Toyota MR2

Mid-engined sports cars used to be cheap and attainable – now they’re £50k status symbols. Toyota’s MR2 was one of the most popular of these old-school pocket rockets, having been introduced in the 1980s and soldiering on until 2007.

Though the GT86 fills the gap in Toyota’s range for a reasonably priced, sporty machine, we miss the MR2 and the route it represented to affordable mid-engined ownership.

Volvo P1800

Sensible and Swedish they may be, but Volvo’s latest range of products is also seriously stylish. Just the time for a reborn version of the P1800 then, right?

There’s just something about that shooting-brake silhouette that makes the P1800 one of the coolest cars of all time, and it’s a shape we can see working very well with the current Volvo design language. Heck, hand it over to Polestar and we’ll gladly take a performance version too…

What is it?

Aston Martin, responding to an increase in rival offerings has taken its DB11, boosted the output of that car’s V12 engine and produced this – the DB11 AMR. Power has been increased, handling sharpened and exhaust tuned to produce a car which is more in line with other grand tourers on the market.

Aston Martin has been keen to impress the fact that the DB11 AMR remains a true cross-country cruiser at heart, with new upgrades simply giving it better handling in the corners without diminishing the car’s comfort levels. Has it succeeded? Let’s find out.

What’s new?

There’s quite an extensive list of upgrades which have been made to the AMR over the regular DB11. The most significant is that power upgrade, now 30bhp more than the older car’s 600bhp. The standard DB11 was never lacking punch, but Aston Martin has responded to other, more powerful cars from rival manufacturers (we’re looking at you, Bentley) and thrown some extra horsepower into the AMR for good measure. Torque, however, remains the same at 700Nm.

Aston Martin has also re-calibrated the eight-speed automatic transmission for faster shifts, while the chassis has also been re-worked to provide better cornering ability without reducing the car’s excellent comfort levels.

What’s under the bonnet?

Underneath the DB11 AMR’s long, flowing bonnet sits Aston’s glorious twin-turbocharged 5.2-litre V12 engine. It’s a masterpiece of engineering, and is a reminder of just how good these large-capacity units can be in a world where downsizing seems to be reigning supreme. It can power the AMR to 60mph in 3.5 seconds, before pushing it to a top speed of 208mph. It’s a huge amount of performance, and endows this DB11 with a frankly ridiculous turn of pace – particularly for a car of this size.

Of course, economy isn’t going to be a V12’s strong suit. Aston claims that it’ll return 24.8mpg on the combined cycle, while emissions are relatively high at 265g/km when tested under the new NEDC cycle.

What’s it like to drive?

One of main complaints for the old DB11 was it felt just a little too supple in the bends, and lacked the poise that we wanted from an Aston Martin. However, this criticism has been firmly rectified. The range of tweaks to the chassis now make the DB11 genuinely capable in the corners, with body roll expertly managed and the well-weighted steering adding to the overall experience.

Then there’s the sheer performance of the thing. Press the throttle and there’s an almost undetectable pause while the turbos get going. From there, power is available in spades. The first three gears are practically unusable without threatening your licence, while the whole thing is accompanied by the now-enhanced howl of a V12 – one of the best sounds in the business.

How does it look?

The regular DB11 was always an elegant thing to look at, and the AMR builds upon this. There a few distinct touches which help distinguish it from the regular car, such as dark headlight surrounds, smoked tail lamps and a gloss black roof. They’re subtle touches, we’ll admit, but they certainly do add to the car’s overall look in a positive way.

If subtlety isn’t your thing, then Aston is offering the AMR in three versions of ‘Designer Specification’, as well as a limited-edition model which features a ‘Stirling Green’ and lime livery. It’s certainly not one for shrinking violets, but if it is up your street, be quick – it’s limited to just 100 units worldwide.

What’s it like inside?

The AMR’s interior feels exceptionally well made, with a variety of high-quality materials contributing to a cabin which is just what you’d except from a prestige GT car. The seats are supportive yet comfortable, while the leather and Alcantara sports steering wheel feels excellent in the hands, both in terms of feel and shape. The wheel is a component sometimes overlooked by manufacturers, but Aston has got it spot-on here.

The central layout of the car remains unchanged over the DB11, and as such stays just a little cluttered for our liking. The Mercedes-sourced infotainment screen isn’t too bad but lacks the sharpness or definition that we’ve come to expect, while the general button layout could do with simplifying. Though user-friendly enough, the overall feel of the central dashboard section is just a little behind the times.

What’s the spec like?

Prices for the DB11 AMR start at £174,995, and first deliveries are expected in the coming weeks. Though that is an impressively large price tag, you’re getting an awful lot of engineering and prestige for the money. That V12 is worth the cost on its own, offering up one of the very best soundtracks around, as well as colossal amount of performance.

New Aston Martin DB11 AMR. This grey looks really good on it pic.twitter.com/mtTnnax5Ms

— Jack Evans (@jackrober) May 15, 2018

Prices for the regular DB11 start at around £160,000 and, while we can’t fault that car for the way it drives, we’d struggle to see why you wouldn’t just opt for this AMR version given its relative closeness in price. It’s a more capable car, and the way it drives is reason enough to pick it.

Verdict

The DB11 always felt so close to the complete package – and thanks to the tweaks added to the AMR, it now is. The way this car steers, along with the way it can transform from savage performance car one minute to luxurious grand tourer the next, is downright remarkable. Aston has said that the AMR is now the fastest model in its current series production range and, going off this test, it’s easily one of the best, too.

Facts at a glance
Model as tested: Aston Martin DB11 AMR
Price: £174,995
Engine: 5.2-litre V12
Power (bhp): 630
Torque (Nm): 700
Max speed (mph): 208
0-60mph: 3.5
MPG (combined): 24.8
Emissions (g/km): 256

Recharging your electrified car could get even easier – if BMW’s new wireless charger catches on.

The industry-first, which is being sold under the manufacturer’s ‘i’ division and covers all of its hybrid and electric vehicles, is now available in Germany as a leasing option for its 530e iPerformance hybrid saloon, with a UK introduction to follow shortly.

It consists of two components – a ‘GroundPad’ charger and ‘CarPad’ receiver fitted to the underside of the vehicle – and is a simple system that works similarly to wireless chargers for smartphones. Drivers simply park the front of the car over the GroundPad and the battery will begin to charge with no extra input needed.

Placing the car over the GroundPad is easy, too. On-board wifi in the pad communicates with the vehicle to show an overhead camera display on its infotainment screen, allowing for precise parking.

With 3.2kW of charging power available, the pad can take the hybrid’s battery from zero to full capacity in around three and a half hours, and the system automatically turns off when fully charged to save energy.

Fearful of harsh weather interrupting your charging? That’s not a problem either, as the system has been designed to work in rain and snow, meaning wireless charging all year round.

.@BMWi launches the world’s first factory-fitted fully integrated inductive charging facility for the high-voltage #battery in a plug-in #hybrid vehicle, utilising #electromagnetic fields. #BMWGroup #BMWi #next100

Read more here: https://t.co/kAKXgViU9e pic.twitter.com/z5xGKlOyxF

— BMW Group (@BMWGroup) May 28, 2018

It will, however, switch off if ‘foreign matters’ are detected – so it shouldn’t attempt to recharge the cat if it decides to take a nap on the pad.

Think hot hatch and you’re almost certainly going to think of the Volkswagen Golf GTI.

It may not have been the first of its kind, but it was the one that brought performance and practicality to the mainstream when it was introduced back in 1976. Since then, it’s crafted a legacy of some incredible — and a few not-so great — pieces of machinery. We rank them from worst to best.

MkIV (1997-2004)

The Mk4 Golf GTI is one of the most maligned cars in history – and for good reason. It besmirched an already iconic name, and while it was the most convincing GTI yet as a daily driver, it was by far the worst for blasting down a back road by virtue of increased weight, low power, and minimal thrills.

Volkswagen’s reluctance to make the Mk4 a truly ‘hot’ hatchback led to a car that was bloated, lifeless, and downright dull.

MkIII (1992-1997)

The Golf GTI bloodline took a bit of a dip following the Mk2, with the Mk3 failing to capture the essence of the well-loved hot hatch.

Although it gained more power thanks to a larger 2.0-litre four-cylinder engine, it took on a lot more weight and, as a result, was actually slower than its predecessor. To many at the time, it seemed like a disappointment and one not worthy of carrying the legendary GTI nameplate.

MkVI (2009-2012)

The Mk6 GTI built on the successful formula of the Mk5, but the limited range of a cursory facelift meant that it was looking dated and tired alongside contemporary rivals. A mere 10bhp power boost and minor tweaks to the suspension meant that slightly more unhinged rivals, such as the Ford Focus ST, were able to steal the thunder.

MkV (2004-2008)

It was a return to form for the Golf GTI with the Mk5. Its credentials as a performance car were revived thanks to a turbocharger, and it continued to be an everyday usable machine.

It looked the part, too. The Mk4 was arguably too understated for a GTI but this was rectified with the return of the red-trimmed grille and the introduction of striking alloy wheels. Some enthusiasts still felt there was more to be done by VW to create another truly great Golf GTI, but it was without a doubt a step in the right direction.

MkVII (2012-2016)

After the mildly disappointing Mk6, Volkswagen turned up the volume dial with the Mk7. This was a car on an all-new platform, with updated engines and a raft of extra technology to make it the most luxurious hot hatchback on the market.

With engine power upgraded to 217bhp, the car was faster than ever, too.

MkII (1983-1992)

The Mk2 Golf GTI had some seriously big shoes to fill. The original was a huge success right off the bat, bringing the first real affordable performance hatch to the masses — and its successor managed just that.

Despite growing a little in size, it managed to retain the formula of the original machine and brought even more performance to the table.

MkI (1976-1983)

The original Golf GTI is a true icon, and its prices on the classic market reflect that. Make no mistake, this a car with values heading in the same direction as the Mk1 Ford Escort.

It still holds up even by today’s standards, though. A compact and super light weight body, coupled with a perky 112bhp engine mean that the GTI’s performance is thoroughly modern, capable of 0-60mph in just over 8 seconds. Its iconic styling endures through the ages, too – with tartan seats, a golf ball gear knob and red detailing are a feature on just about every GTI.

MkVII.5 (2017-Present)

The latest incarnation of the Golf GTI is the best yet. It combines everything VW has learned over four decades of the GTI and the end product is the most powerful, most exciting and most usable of all the generations.

Though there are numerous special editions, including hardcore Clubsport models, the vanilla GTI – as well as Performance Pack equipped models – are still fantastic cars.

It’s fair to say that few companies have shaken up the market like Tesla has. The brand’s small range of all-electric cars are generally well-received by critics and buyers alike, and the charismatic figurehead – Elon Musk – rivals Donald Trump for the attention he receives on Twitter.

And from the outside it would appear that the company is going from strength to strength. Its new products aren’t just packed with the latest technology and bang up-to-date electric powertrains, but Tesla is also at the forefront of home solar energy generation, electricity storage in batteries, and autonomous driving.

But what lies beneath the surface? Here are some of the issues Tesla faces before it can truly crack into the mainstream market and be considered alongside giants such as Toyota or Volkswagen.

It keeps missing targets

Type ‘Tesla missed targets’ into a search engine and you’ll find countless news stories dating back years. The worst culprit was the Model 3 – the brand’s first mass-market electric vehicle, with a price of $35,000 bringing electric mobility to middle America.

Reason RBC question about Model 3 demand is absurd is that Tesla has roughly half a million reservations, despite no advertising & no cars in showrooms. Even after reaching 5k/week production, it would take 2 years just to satisfy existing demand even if new sales dropped to 0.

— Elon Musk (@elonmusk) May 4, 2018

But a string of missed targets means the majority of those who pre-ordered the Model 3 have yet to receive it. The brand aims to produce 5,000 Model 3s a week by the end of June – a target that’s been pushed back multiple times – but self-confessed ‘production hell’ means it may end up being even later than that.

Elon Musk is a mad genius

The figurehead of Tesla is Elon Musk, who made his millions through founding PayPal among other ventures. He’s not a traditional CEO, and the company seems to operate on his whims – a policy that’s come under criticism for distracting from the issue at hand.

Problem is journos are under constant pressure to get max clicks & earn advertising dollars or get fired. Tricky situation, as Tesla doesn’t advertise, but fossil fuel companies & gas/diesel car companies are among world’s biggest advertisers.

— Elon Musk (@elonmusk) May 23, 2018

For example, as Model 3 production stalled and those who placed reservations became more and more angry and irate, Musk chose to announce a new Roadster. The trick worked – the Roadster, despite being little more than a concept, successfully drew headlines away from Model 3 and gave the Tesla-loving community something new and shiny to look forward to.

Musk drew more criticism just recently though, when he refused to answer so-called ‘dry’ questions from financial analysts during a conference interview and has since taken to Twitter to attack journalists. The market saw through all this, though, and the brand lost $2bn in market value overnight.

It’s not actually making any money

Tesla announced record quarterly losses of almost $710 million (£523m) in the three months leading up to March, but announced that it would be profitable by the end of 2018 – providing it manufactures 5,000 Model 3 vehicles each week.

La la lahttps://t.co/rLQfmrcNO2

— Elon Musk (@elonmusk) May 2, 2018

These losses were nearly double that posted in the same time last year, showing that despite consumer interest in the brand remains strong, Tesla is struggling to translate this to profit. Incredibly however, the company is still worth more than General Motors.

The build quality isn’t up to scratch

Most modern car manufacturers have had decades to perfect their manufacturing processes, and the results show – it’s genuinely quite difficult to find a badly built car today. But Teslas are less than impressive on this front, and numerous owners have complained of electrical bugs, terrible fit and finish and some worrying design oversights.

Perhaps the worst issues were with the Model X SUV and its party-piece ‘falcon wing’ doors, which can sometimes simply refuse to work. A US-based engineering firm also exposed several worrying safety flaws with Tesla vehicles, such as the Model 3’s rear doors which don’t have a mechanical override to open them in the event of electrical failure.

The Tesla fan community/cult

Fanboys are no new thing — but say anything out of place about Tesla, and an army of Elon Musk devotees will come tear your house down.

Ok maybe not for real, but they’re a dedicated and stubborn bunch. They’re quick to dismiss any negative points, and will often point to the straight-line performance of the firm’s machines — regardless of the point you made.

Production issues? Who cares, my Model S can beat a McLaren off the line. The company is quite possible firing itself into bankruptcy? Not a problem, the Model X can monster a Ferrari in a 30 yard sprint.

Thought you’d say that. Anytime anyone criticizes the media, the media shrieks “You’re just like Trump!” Why do you think he got elected in the first place? Because no ones believes you any more. You lost your credibility a long time ago.

— Elon Musk (@elonmusk) May 23, 2018

Buying a Tesla seems like buying into a cult, and for us, that’s a bit terrifying.

Volume manufacturing is hard

Mass-producing a product is no easy task — especially not a car. And that’s totally fine, but Tesla doesn’t seem happy to admit that.

It set incredibly ambitious targets when producing the Model 3 — and many seemed impossible to meet for a firm like Tesla. That has so far proven too ambitious, resulting in many bottlenecks and delayed deliveries.

Look Tesla, it’s tough to suddenly begin mass producing cars and there’s no shame in that — just admit that.

Tesla isn’t really a car company, it’s a tech company

Tesla may make cars, but the reality is that it is a tech company at heart. They’re doing some really pioneering stuff in electric car technology and for that it should be commended — but going, that should remain its focus.

With its on-going production issues, questionable long-term reliability and the fact its seemingly nose-diving into bankruptcy at its current rate, we think a future in producing and developing powertrains would be a better move for the firm — especially with the increasing need for small car manufacturers to turn to electrification, which is an expensive game as of itself.

Volvo has joined forces with Amazon’s high-speed delivery service Prime Now to bring the test drive out of the showroom and directly to customers.

Motorists in four UK cities can now book test drives of the latest Volvo V40 hatchback through the internet retailer. The initiative, which aims to offer greater convenience, is available in London, Birmingham, Manchester and Edinburgh on selected weekends during June and July.

It’s actually a rather fitting partnership, with the two companies names harking back to the iconic Volvo Amazon of the 50s and 60s.

The process is very simple, with customers simply entering their details on the dedicated Amazon page, selecting their location and choosing a time slot.

The vehicle is then delivered to the customer’s home or workplace by a trained expert, who can explain all the functions and features during the drive, which has the advantage of taking place on roads familiar to the customer.

The drives last 45 minutes each, and if customers are still interested in the car after their experience they will be directed to their local Volvo retailer.

Should the initial run of Prime Now test drives prove successful, it’s likely Volvo will look into expanding the scheme. It comes just months after the manufacturer introduced its ‘Care by Volvo’ ownership package, which combines lease fees, vehicle tax, insurance and maintenance into one monthly subscription fee with no up-front cost.

Jon Wakefield, managing director of Volvo Car UK, said: “At Volvo Cars, we aim to make people’s lives easier. Our ‘Prime Now’ test drive offer does just that, allowing potential customers to try our V40 on their terms and in familiar surroundings.

“We’re proud to team up with Amazon to deliver this unique initiative – the first of its kind in the UK and the latest in a range of offerings from Volvo designed to take the hassle out of running a car.”

What is it?

Meet BMW’s latest lightweight hero – the M3 CS. After a strict greens-only diet from a motorsport-inspired engineering division, the M3 has managed to shed 30kg of flab and gain some intoxicating driving characteristics in the process.

Buoyed by a sales surge that saw 80,000 M cars find homes in 2017, BMW is working hard to increase its performance division’s portfolio and this is the latest to hit showrooms. Limited in numbers to just 1,200 units worldwide and 100 of those in the UK, BMW says it’s already nearly sold out, so if you want one you need to be quick.

What’s new?

In an attempt to shave those all-important kilos, BMW fitted new forged alloy wheels and replaced heavy panels, such as the roof and bonnet, with carbon-fibre-reinforced plastic. The front seats have been thrown out in favour of new weight-saving replacements, while even the centre console has been stripped back and lightened.

BMW fans might be wondering why the CS is missing an ‘L’ in its name – made famous most recently by the E46 M3 CSL. Well, according to BMW’s M boss, although the diet for the CS was extensive, it wasn’t quite enough to justify the ‘Lightweight’ tag that comes with a CSL nameplate.

But don’t let that put you off – this is still one very special machine indeed.

What’s under the bonnet?

BMW has worked its magic under the bonnet to extract more horses from the already-impressive 3.0-litre twin turbo unit. Power is up 10bhp to 460bhp while torque increases nine per cent over the 550Nm in an M3 Competition Package to 600Nm.

That extra oomph and trim waistline means the CS will hit 60mph in just 3.9 seconds – enough to furrow the brows of many a supercar owner. Engineers have even ditched the speed limiter, so German autobahns can be navigated at speeds of up to 173mph. And believe us, thanks to a Munich-based test drive, we can confirm the Germans weren’t joking. As if that were a thing…

Cautious drivers can expect to see returns of 33.2mpg, although it’s unlikely many CS buyers will be cautious types. In reality, you’ll be languishing in the teens if you use it as its creators intended.

What’s it like to drive?

On road or track, the CS is astonishing. Revving to a heady 7,600rpm, the engine is awash with power, accompanied by a noise that sends shivers down your spine like a first love.

The Michelin Pilot Sport Cup 2 tyres are super-sticky, and on a hot, dry track – like that which we were blessed to lay black lines across in Germany – serve only to compose the BMW like a ballerina, balanced perfectly on its toes.

The way the CS sheds speed, thanks to huge carbon ceramic brakes, is a close match for a direct impact with a tree, while the seven-speed DCT automatic gearbox is a delight, rocketing through gears faster than an Aldi assistant firing a week’s shopping down the checkout.

In some driver settings (of which there are many) the steering does lack feel but it’s not awful, and we’d like the seats to be a little more comfortable and easier to adjust.

How does it look?

A pretty carbon-fibre spoiler, wailing quad exhaust pipes, speed-bump-kissing front splitter and distinctive matt purple paintwork (one of five unique colours) help the CS stand out from the fast-lane-inhabiting 3 Series crowd.

Germany today to drive the BMW M3 CS. Can’t tell you when it’s like because I’ve signed a piece of paper which says BMW will own me if I do. And I don’t fancy being owned. Check out that paintwork… #bmw #bmwm3 #m3 #sportscar #germancar #carsofinstagram… https://t.co/25wE97EU5B pic.twitter.com/FTlZuJQjVp

— James Baggott (@CarDealerEd) May 14, 2018

Low-slung and aggressive, it’s lost none of the M3’s imposing road presence.

What’s it like inside?

Inside, an optional BMW M Performance Alcantara steering wheel with 12 o’clock marker is a must-buy. It’s simply wonderful to hold and adds to the CS’s drama.

The usual BMW smattering of technology can be found too – including the much-improved new iDrive system with connected information services, such as traffic and weather updates, and an impressive Harman Kardon stereo.

What’s the spec like?

Adaptive LED headlights, electrically folding mirrors, navigation and parking assistance all come as standard, with the rear-view camera relegated to the options list. Why? It saves weight…

Verdict

BMW’s M division really is on a winning streak and the CS proves it. Just weeks after it unleashed the new M5 on the world we get another hit with this – a future classic in the making, if you can afford the near-£90k price tag.

With a raucous turn of speed, soundtrack to worry a hip hop chart topper and driving experience that few cars could even come close to delivering, the M3 CS is surely set to become yet another Munich legend.

Facts at a glance

Model as tested: BMW M3 CS
Price: £86,425
Engine: 3.0-litre twin-turbo straight-six
Power (bhp): 460
Torque (Nm): 600
Max speed (mph): 173
0-60mph: 3.9 seconds
MPG (combined): 33.2
Emissions (g/km): 198

Aside from the actual production of the car, the testing phase is perhaps the most important part of a cars’ development. Making use of a professional driver, manufacturers will spend months developing a car through on-track trial and error.

The industry is rather spoilt for choice when it comes to testing facilities – here are some of the best, most impressive and most popular test tracks on the planet.

Nardò Ring

Built in 1975, the impressively vast Nardò facility has played host to high-speed tests by most of the major hypercars that preceded Bugatti’s all-conquering Veyron.

The banked, 7.5-mile Italian track cuts through land close to the coast west of Lecce, and nestled within the infield of the main track are various other facilities including a handling track.

Porsche purchased the venue in 2012.

Ehra-Lessien

Volkswagen’s Ehra-Lessien track has a straight so long that if you stand at one end of it, the curvature of the earth means you can’t see the other.

This impressive facility is the tool that allows VW to test the sheer pace of their Bugatti hypercars. And sadly, while they were happy to allow McLaren and their 240mph F1 to try their luck at the facility before they purchased Bugatti, the likes of Koenigsegg will never be able to have a go on the track so long as the German brand has a stake in the race to a road-going 300mph.

Nürburgring

The iconic Nürburgring circuit in the German Eifel mountains is a world-renowned race track, but as the world of motorsport has gradually turned away from the original Nordschleife in favour of the more modern, safer GP-Strecke layout, the world’s road car manufacturers have swept in.

The arms race to lap the 12.93-mile Nordschleife in the quickest time possible is near-continuous, with marques from all over the world arriving at the track with pre-production vehicles in search of improvements and bragging rights.

The track was originally constructed with road vehicle testing as one of the primary purposes when it was completed in 1927.

Lingotto

 

When Fiat opened its Lingotto, Turin factory in 1923, they decided that a test track should be built on the roof, and we think it’s a massive shame that other companies didn’t follow suit.

The small oval circuit was the final hurdle for newly-built Fiat’s to clear, after going through the production line which led them up the five-storey facility.

The factory became outdated by the late-70’s, and was ultimately closed in 1982; thankfully, the building and the track still remain.

Idiada Proving Ground

Idiada is, in fact, the name of a very successful company which works across many of the world’s top motoring markets. However, its company name has become shorthand for their proving ground in Santa Oliva, Spain.

Built in 1994, this facility is younger than many of its peers. As is often the case, this venue features an oval for high-speed testing, as well as a plethora of other facilities including skidpans and test tracks.

One such test track was designed to put maximum stress on the brakes, tyres and powertrain of a car, and sees regular use from racing teams looking to push the limits of their machinery.

Fiorano

For many years, Modena Autodrome was the home of Ferrari testing. However, it became clear that, by the early-70’s, the aging location was rather behind founder Enzo’s first priority, his Formula One team.

And thus, in 1972, Ferrari opened its own private test track, Fiorano.

Enzo lived on the edge of the circuit, and from the point of it opening until his death in 1988, he would spend many days keeping tabs on the development of his road and race cars from the comfort of his own home.

The 1.8-mile circuit only sees occasional use for modern Formula One cars today, due to heavy testing restrictions. However, the track is still used almost daily one way or another.

Leipzig

Porsche’s Leipzig circuit is their Fiorano – a private test track for them to test their latest work, moments after it leaves the production line. The Leipzig track is, however, more open to the public than its Italian equivalent, with driving experiences and ‘racing taxi’ rides available.

The 2.2-mile track plays host to Porsche’s road and race cars, while an off-road area is also present for the company to test the likes of the Cayenne and Macan.

Millbrook

Millbrook Proving Ground was originally built by General Motors for the benefit of its Bedford Trucks and Vauxhall subsidiaries. However, before long, the impressive facility was in demand, and under new ownership in 1988, the floodgates opened.

With a speed bowl and the infamous B-Road-esque alpine course, Millbrook is used by most top manufacturers producing cars in the UK.

Ascari Race Resort

Ascari Race Resort is the pet project of Dutch billionaire Klaas Zwart, who races Formula One cars for a hobby. Zwart has raced at many of the world’s top tracks and decided that he would amalgamate all the highlights of those circuits to produce his motorsport-themed resort.

While the luxurious on-site accommodation and Mr. Zwart’s fleet of F1 and Le Mans cars are among the first thoughts on the track for many, it is a prime location for car testing thanks to its large variety of corners and its open nature.

There aren’t many circuits where you could develop a car, film all the pretty footage for an advert, and then launch it to the media – but Ascari is definitely one of the circuits on that exclusive list.

What is it?

Volvo’s renaissance began back in 2014 with the XC90 SUV. Since then, it’s had hit after hit, with sensible Scandinavian style and class-leading safety becoming standard fare across the model ranges. Now, one of the last of the old line of Volvos is being replaced – the V60.

The new model is more premium than ever, with bang up-to-date hybrid powertrains plus exterior and interior styling inspired by the larger V90. It’s also the second model that will be available to purchase through the brand’s ‘Care by Volvo’ subscription service.

What’s new?

This is an all-new car, and as such ditches the old platform for Volvo’s Scalable Product Architecture – the same chassis tech that underpins the XC90, XC60, S90 and V90.

Exterior design is all new, and though the overall shape isn’t far off the old car the detailing ensures you’ll never get the two mixed up. The interior is a rather more radical change, and apes its larger siblings with a portrait-mounted touchscreen.

New for the V60 is a lower-powered hybrid drivetrain, named T6 Twin Engine. This has a lower output than the T8 and will be a more cost-effective option.

What’s under the bonnet?

Our car was fitted with the more powerful of the two diesel engines that will be coming to the UK. Badged D4, it has 188bhp, which mated to an eight-speed automatic and front-wheel-drive is good for a 0-60mph sprint of 7.7 seconds.

It never really feels that fast, though, with the gearbox seemingly tuned for economy over performance. The engine is a bit gruff at idle, but soon smooths out into inaudibility at a cruise.

When the V60’s saloon sibling comes along, Volvo will not offer a single diesel engine option, but the brand’s chosen to keep diesel on for this V60, with load-lugging capability important to target buyers. Eventually, potential customers will have the choice of two hybrid drivetrains, badged T6 and T8 Twin Engine.

What’s it like to drive?

Volvo says the V60 is its most dynamic car yet, but anyone expecting a sporting drive on the same wavelength as the BMW 3 Series will be disappointed. The V60’s best enjoyed as a relaxing cruiser, with a ride more comfortable than its competitors and excellent refinement regardless of engine.

Hustle it a bit and the car corners tidily, though the steering is a little remote – and the brakes feel oddly interfering, as though the car thinks it knows better than you how much force to apply.

What a very handsome car. Out in Barcelona with the new #VolvoV60 pic.twitter.com/Bw3n3eV0Ok

— Tom Wiltshire (@mctreckmeister) May 16, 2018

Adjustable driving modes do make a genuine difference to the way the car drives, with Dynamic sharpening the steering and firming up the ride. However, enjoyment is kerbed somewhat by the lack of gearshift paddles for the otherwise slightly lacklustre eight-speed automatic gearbox.

How does it look?

Don’t look too closely and the V60 might just be a V90 situated a little further away. Of course, there’s a little more to it than that. The muscular front end sees Volvo’s upright grille flanked by updated ‘Thor’s Hammer’ headlights, while around the back there’s a nod to the practical estates of old with a more upright rear tailgate than its larger sibling, contributing to greater boot space.

Volvo has chosen an insanely pretty bit of Spain to send us to. pic.twitter.com/FGLbR9T7D6

— Tom Wiltshire (@mctreckmeister) May 16, 2018

There’s more glass area all round, and a bold accent line sits above the rear wheelarch. It’s a great-looking car which will certainly stand out among the fleets of German executives in the company car park.

What’s it like inside?

Unsurprisingly for a modern Volvo, the interior is a lovely place to be. Slide into the supremely comfortable driver’s seat (14-way adjustable, heated and ventilated on our test car) and you’re met by Volvo’s usual combination of digital dials and a portrait-oriented nine-inch touchscreen infotainment system.

Love love love this fabric finish in the #VolvoV60. Who needs leather? pic.twitter.com/GrYtAjsavu

— Tom Wiltshire (@mctreckmeister) May 16, 2018

The overall ambience is dependent on spec – we favour light leather and wood trim, though we suspect plenty will opt for dark leather and metal – but what you get regardless is space, and lots of it. The V60 is the longest car in its class and boasts better boot space and rear leg room than all of its rivals. Four six-foot adults and their luggage could comfortably go away for a weekend in this car.

We do have a few quality gripes – certain areas, such as the shuttered cupholder cover, don’t feel quite as solid as we’d like – and relegating functions to the touchscreen can lead you to take your eyes off the road for long spells.

What’s the spec like?

Every V60 comes with a large suite of City Safety tech, though you’ll pay extra for radar-guided cruise control, blind spot assist or the semi-autonomous Pilot Assist. Our Inscription model came heavily laden, though, with everything from heated and cooled massaging front seats to a truly epic Bowers and Wilkins stereo.

Base Momentum trim is still well equipped, but it’s worth stepping up to the ‘Pro’ pack to gain active LED headlights and a heads-up display. Expect a sporty R-Design trim to follow later in the year, too.

Verdict

The V60 soundly thrashes its German rivals on space, interior ambience and looks. The case is less clear-cut after driving, though, with the Volvo’s comfort-biased set-up bound to put some drivers off. It’s still a good car to drive, though, and the allure of Scandinavian style and safety is hard to resist. Make no mistake, the V60 is seriously worth thinking twice about, even over rivals such as the Audi A4 Avant.

FACTS AT A GLANCE

Model as tested: Volvo V60 D4
Price: £37,610
Engine: 2.0-litre, four-cylinder diesel
Power (bhp): 188
Torque (Nm): 400
Max speed (mph): 137
0-60mph: 7.9 seconds
MPG (combined): 67.2
Emissions (g/km): 122

The word ‘underrated’ and ‘performance cars’ don’t tend to go hand-in-hand. They’re the types of cars adored by petrolheads — and even those not actually that interested in cars — across the world.

Many get a reputation far above their actual capacity (looking straight at you, E46 BMW M3) and almost all have a contingent of die-hard followers.

That said, some slip under the radar — and perhaps undeservedly so. Here’s what we think are seven of the most underrated performance cars ever made.

Nissan Skyline R33 GT-R

Adding a Nissan Skyline of any kind to a list of ‘underrated performance cars’ might seem ludicrous but bear with us.

The R33 Skyline is something of an ugly duckling in the legendary Japanese machine’s family history. The R32 before it held all the motorsport glory and earned the nickname ‘Godzilla’ as a result, while the succeeding R34 found fame as the face of video game franchise Gran Turismo while also being an icon in the Fast & Furious film series.

Meanwhile, the R33 never found much relative fame, often disregarded it as the ‘mid-life crisis’ for the Skyline, despite carrying over the magnificent RB26 engine from the R32 and wrapped it in an enhanced chassis and a lower drag body.

However, a gentleman’s agreement between Japanese manufacturers to cap power output at 276bhp on all cars meant the R33 never filled its true potential.  It remains a seriously capable machine in its own right, and with prices rising for all Skylines, now might be the time to invest in this sleeping beauty.

Porsche 718 Boxster

The Porsche 718 Boxster (and its Cayman sibling) were practically written off from the moment they were revealed.

Former versions of the car utilised free-revving, naturally aspirated straight-six engines. Then came the 718 twins, which replaced that much-loved recipe with a turbocharged four-cylinder unit.

Sacrilege cried the purists, and that along with the car’s already-existent reputation as a poor mans’ 911 doomed it from day one. In reality, though, the 718 is one of the most capable machines on the market — offering a hard-to-match driving experience in a stylish and quality package. We wouldn’t say no to the return of a six-cylinder engine, though…

Ford Mustang EcoBoost

We’ll be the first to admit that a Ford Mustang isn’t really quite right if it doesn’t have a snarling V8 engine underneath the bonnet — but what can’t be overlooked is just how good the four-cylinder version is.

Using the same 2.3-litre turbocharged four-cylinder engine from the widely-adored Focus RS — here tweaked to suit the muscle car — the EcoBoost might be the thinking man’s Mustang, and certainly makes more sense on paper in the UK.

It’s no slouch — with 286bhp and 440Nm of torque — and that power is more usable everyday than the 5.0-litre V8s, while also delivering markedly improved efficiency figures. If you can get past the lack of an eight-cylinder burble, the EcoBoost Mustang might just be a smart choice to make.

Audi S1

Amidst all Audi’s RS variants, the plucky ‘S’ models often get left behind. Perhaps the biggest victim of this is the S1. When people think about supermini-based hot hatches, they all go screaming to Ford, Renault and Mini for their renowned hatches, but the poor Audi S1 seems to end up being nearly entirely forgotten.

Granted, it may be a bit long in the tooth now and overdue a good refresh, but even four years into its model run – or eight years if you think of when the A1 first reached showrooms – it still has a better, more luxurious and refined interior than some all-new hot hatches. And with 228bhp on tap from its peppy 2.0-litre petrol engine and Quattro all-wheel-drive, it puts in a unique position for a supermini hot hatch.

Add in the fact it’s available as a three- or five-door hatch and it can get from 0-60mph in under six seconds and it seems even stranger that the S1 gets unnoticed. Yes, it might be expensive new, but there are some cracking examples on the used market from as little as £15,000. Take that, Fiesta ST.

Hyundai Coupe

The Hyundai Coupe never really set the world alight — and we won’t argue it should have done — but it’s definitely one many forget when it comes to compact sports coupes.

We think a lot of this has to do with its looks. You’d be forgiven for taking a glance at the South Korean machine and expecting there to be a punchy turbocharged engine sending power to the rear wheels. In reality, though, the most potent models featured a sluggish V6 engine developing a mere 162bhp — poor at the time, let alone by today’s standards.

What few know though is that it’s a pretty capable machine in its own right, offering good driving dynamics and thanks to little mainstream attention when it was on sale new — prices on the used market are pretty low, making this is a bit of a performance bargain.

Volvo V60 Polestar

It’s certainly impossible to miss the Volvo V60 Polestar – after all, despite being a sensible estate car, it’s fitted with massive 20-inch alloy wheels and painted in an eye-catching shade of bright blue. It’s far from the standard V60, having been breathed on by Volvo’s in-house performance arm, Polestar – it features one of the world’s most powerful four-cylinder engines as well as virtually limitless traction courtesy of four-wheel drive.

So if the Polestar is that great, why don’t people buy them? It may be the car’s image. Though Volvos are becoming cooler and hip as time goes on, the old V60 has a certain whiff of antiques dealer about it – even in Polestar Blue.

Vauxhall Astra VXR

The Astra’s abilities are only underrated by some of the population – for many, fast Vauxhalls are near-perfect, and those people won’t need any persuading. Others may need coaxing past the car’s almost comically chavvy image or require reassuring that the legendary torque-steer and, let’s say, difficult handling won’t be an issue on the road.

All this is true, and while the Astra VXR is nowhere near as poised as rivals such as the Golf GTI, it’s incredibly fast, surprisingly decent to live with and – importantly – an absolute bargain on the used market. Being unpopular has its plus points when it comes to buying used.