Month: July 2019

As more cars are getting more technologically advanced, so do their infotainment systems. To some, it may look like form over function, but here is our guide to some of the best systems around.

BMW iDrive

BMW’s iDrive was one of the first infotainment systems to be fitted to any car. First seen back in 2001 on the 7 Series, since then there have been many updates and improved versions of the system. It features a rotary swivelwheel which allows the driver to control the settings such as the vehicle’s sound system, bluetooth, sat-nav, voice-control, interior lighting/ambience and the reversing camera/park assist.

You can also use the controller as a mouse to input your destination into the sat-nav. There is also an array of buttons, known as short-cut buttons, to finding what the driver wants in a shorter space of time a bit easier – features such as navigation, audio, car set-up and telephone can all be accessed. The short-cut buttons make the BMW’s iDrive system more user-friendly.

Mercedes MBUX

The MBUX system from Mercedes-Benz has four different ways to operate the infotainment system. You have a touchscreen, steering wheel-mounted pads, a touch-pad and voice control. Saying ‘Hi Mercedes’ activates the command which allows you to control the infotainment system by voice alone.

You can control the car’s climate control system, navigation, radio stations and you can play services such as Spotify from your phone to the car too. The two mounted steering wheel pads control different functions; the left gives access to the central infotainment system whereas the right pads controls the driver’s information binnacle.

Audi MMI

The MMI system fitted to Audi’s cars is a dash-mounted display that is controlled via a touchpad or buttons depending on the model. The system also includes digital dials on higher specification variants, which Audi calls ‘virtual cockpit’. This incorporates a large screen where you would traditionally find the analogue gauges. Meanwhile the traditional instrument cluster have been replaced with more modern digital dials.

You can upgrade the MMI system to receive live traffic updates, 3D graphics and the sat-nav enables Google Map compatibility. The MMI system also features Android Auto or Apple Carplay depending on the model.

Ford Sync 3

The Ford Sync system enables drivers to have an enjoyable driving experience while being kept safe and connected. The latest version, Sync 3, is available with either a 6.5’’ or a 8’’ touchscreen allowing you to input your destination, make calls and control the entertainment system.

The system also features an SOS alarm, causing the emergency services to be called if you have the misfortune to be involved in an accident. The system knows this and will dial 999 automatically. You can also make speech commands such as ‘I’m hungry’ and the system will work out via your precise location and find the nearest cafe or restaurant.

Toyota Touch & Go 2 Plus

Toyota’s Touch & Go has been around since the third-generation Yaris. Now known as Toyota Touch & Go 2 Plus, you can find it in nearly every new Toyota. It features coloured 3D maps, Bluetooth connectivity, reversing camera, voice recognition, text-to-speech and even speed camera warnings. You can also find the nearest restaurants, golf courses, petrol stations and your Toyota dealer via the touchscreen menu.

Volvo Sensus connect

The Sensus connect is Volvo’s user interface that controls various features of the car. There are a variety of different parts that make up the infotainment system. Volvo ‘On Call’ allows you to have a Wi-Fi hotspot to enable better internet connection in your car, while the centre display is a touchscreen mounted portrait on the dash like a big tablet.

Seat Full Link

Seat’s Full link system has Apple Car-Play, Android Auto and MirrorLink available to give buyers full connection between the car and the driver’s smartphone. The system allows the driver to fully connect their smartphone via the car’s infotainment system.

The SeatDrive app is also available, and this can check for your vehicle’s next service, the closest dealership and your vehicle’s status.

Author: Cameron Richards

Manufacturers often name cars in order of size to keep things simple and recognisable. For example, Audi has its A series comprising of hatchbacks, saloons and estates, and its Q series too (SUVs), and BMW’s models follows a similar format. Sometimes, however, despite the simple structure, the firm has so many offerings that the system can become confusing.

Take Mercedes-Benz. Its cars go alphabetically (with Class added on the end), so in theory, the further down the lettering you go, the larger the vehicle. But then how do you explain the GLC and SL-Class? It can be overwhelming, which is why we have everything laid out for you here.

Although this will be simply focused on standard Mercedes cars, it must be said that the company also offer AMG performance models and are beginning to introduce a range of electrified vehicles under the ‘EQ’ naming, which will only serve to differentiate the overall naming structure further.

Standard models

Anything ending in ‘Class’ is just the standard variant of the model. For instance, the A-Class is a hatchback and the smallest car in the range, the B-Class is a slightly larger hatchback, and then you get into the saloons such as the C-Class, E-Class and S-Class – each model bigger than the last.

With the C-Class and E-Class, as well as saloon variants, there are also estate, coupe and convertible versions too, so watch out for that. Another oddball in all this is the G-Class, which is a retro-styled SUV that should have ‘GL’ in its name if it were to follow the rest of the naming structure.

CL

Mercedes-Benz cars badged ‘CL’ before another letter are four-door coupe versions of other cars. The C-Class, E-Class and S-Class Coupes have two doors so aren’t named under the CL umbrella. However, the CLA – the A-Class’s coupe counterpart – follows the structure, as well as the CLS.

There is one thing to mention about the CLA though, and it’s not to mix it up with the A-Class Saloon. These two are fairly similar, but the CLA is a tad sleeker and more of a separate model than a variant of the regular four-door version of the hatchback.

GL

‘GL’ is what Mercedes-Benz gives to its SUVs. Anything with GL before another letter, basically means that it’s an SUV version of the model. For example, the GLE is an SUV based on the E-Class. The same can be said for the GLA, GLC and GLS.

Some of these models can be had as ‘Coupe’ variants as well – these get a sloping roofline that eats into boot space a tad but is considered more stylish. They also aren’t given the CL name like some other four-door coupes in the line-up. Another thing to note is that, like mentioned before, the G-Class is an SUV but doesn’t fall under the GL naming.

SL

Mercedes gives its roadsters the ‘SL’ title – currently there are just two, the SLC and SL. They’re both two-seat drop tops, with the SLC being smaller one, compared to the lavishly large SL.

Other convertibles like the C-Class, E-Class and S-Class Cabriolets aren’t given the SL name and are four-seaters, so just remember SLs are two seaters, while Cabriolets are four.

Numbering

To narrow down the model to its specific model variant, Mercedes uses numbering. These used to relate to the engine’s displacement, such as a car having 200 on the end of its badging meaning there’s a 2.0-litre powerplant under the bonnet. Over the years, however, it’s gotten a bit complicated and things have changed, so you can’t rely on this formula anymore.

An easy way to go about it is just to think the higher the number, the (sometimes) bigger and more powerful the engine. So, an A 250 will be quicker than an A 180 in terms of the A-Class range. The only exception to this is when you get to the AMG models, which go from three digits to two. Finally, if it has a ‘d’ in the name, that means it’s a diesel.

Author: Oliver Young

Entering your car into an auction can be a daunting experience – especially if you’ve never done it before.

So it was with some trepidation that I prepared my beloved Peugeot 205 GTI 1.9 for sale at this Saturday’s (August 3) Classic Car Auction.

I’ve owned the 1992 model since 2013 and over the following years embarked on an extensive refurbishment of the iconic French hot hatch.

It was a project that was well documented, forming a series of articles which detailed the incredible bare metal respray undertaken by experts Fix Auto, a paint specialist in Hampshire.

I originally bought the car from a mechanic friend for £1,200, but since then it has had hundreds of man-hours of work to restore the paint to pristine condition and overhaul it mechanically.

I found new parts for it on the shelves of some old Peugeot dealers in France – the only place to find them, as most bits had gone out of production a long time ago. New headlights, spot lights and that little red trim that runs around the bumpers were all found hiding in the back of rundown dealerships in rural France.

Since then, I’ve rarely used it. If I’m honest, I’ve been far too worried about damaging the paintwork, such was the stunning finish the paint experts had achieved. It made driving it a nail-biting experience as I worried about a stone chip ruining all the good work.

So a few weeks ago, when the MOT was due, I realised that in two years I had covered the depressing sum of just 149 miles and decided it was time to find it a new home.

Hammer time

There are a number of different avenues available when selling a classic car. The usual route is a traditional classified listings on popular websites such as Auto Trader, but before you start you need to decide on a price.

And that’s the problem with classic cars – they’re only worth what someone is willing to pay, so working that out before you start is hard, and often impossible. Plus, classic car buyers don’t search in the usual places.

That’s why auctions are a good alternative. You’re probably familiar with online versions, like eBay, where a good description and pictures can help you achieve a decent price. It’s arguably the easiest way to auction your car and it will find a market value quite easily.

The alternative is a physical auction, but these are often overlooked by sellers. That’s why for the sale of my Peugeot I thought I’d give it a go.

I’m selling my Peugeot 205 GTI 1.9 next Saturday in the @classiccarauc. It’s covered 149 miles in two years so decided it should go to someone who’ll use it like it was supposed to be. View the listing here and register for bidding. No reserve too! https://t.co/kn3IiAW3PF pic.twitter.com/pjro0UtJpZ

— James Baggott (@CarDealerEd) July 28, 2019

Classic Car Auctions run several events a year around the country and I got in just in time for the August 3 sale at the Warwickshire Events Centre, near Leamington Spa.

Placing the car in the sale was a relatively painless process. I filled out an online form with as much detail as I had, submitted some professional pictures I’d taken over the years, and paid the £150 submission fee. A few days later, my car was listed on the website – the first lot in the auction – and with no reserve.

I’ll pay five per cent of whatever the car sells for to the auction house and as part of the sale they’ll advertise it online and in the catalogue, as well as help prepare it on the day.

Expert opinion

I caught up with TV’s Mr Wheeler Dealer, Mike Brewer, at the Silverstone Classic car event at the weekend and asked his opinion on auctions, like this one.

“I’ve bought a car from the Classic Car Auctions myself and they’re great sales,” explained Brewer.

“Your car is the first lot, which isn’t great, as it takes people a while to get into the swing of things. However, it’s a great refurbishment, looks stunning and the sales get a lot of interest.”

And with that advice he offered me £6k to take it off my hands there and then. I politely declined.

I still don’t know what the car will go for. I’ve decided if it’s less than £5,000 I’ll buy it back myself and have registered as a bidder just in case.

Nick Whale, boss of Classic Car Auctions, said: “It seems mad to enter a car with no reserve but it gets people interested. You can always buy the car yourself if you think it’s going for too little – it’s a great fail-safe.”

What’s it worth?

Just how much the Peugeot will make is hard to work out. I’ve been following auctions over the past few years for 205 GTIs and some have made impressive money. But then it all depends on how the buyers on the day are feeling.

Brewer added: “Classic cars are hard to price as it really depends on the buyers in the room. If someone really wants your car they’ll be prepared to pay for it and if there’s a bidding war it can push the price up.

“I’ll be interested to see what it goes for.”

Ahead of the sale on Saturday, I’m busy preparing the GTI. I’ve had a fresh MOT added to it and a little bit of work to get it fettled so she’s running sweetly.

I’m giving it a full valet at the auction site too, including a machine polish, so it really stands out in the sale, and have packed all the history neatly into a folder, including the two magazines whose covers it has graced and the book in which it featured.

I’m hoping all this care and attention will go down well with the buyers – but I’ll have to wait until the weekend to find out for sure… or I could be driving the car back home with me.

The main thing that attracts humans to speed is adrenaline; the rush of watching the scenery fly by at an ever-faster rate. It’s because of this that those who seek this thrill are often called adrenaline junkies, or dare devils.

Not only is the past time of pursuing pace an adrenaline-fuelled one, but it also rather dangerous. And as a result, extreme cars are often named to add a sense of gravitas, often citing the Land of Lucifer; if race tracks are your heaven on earth, hitting the barriers is probably hell, after all.

These are the best cars named after the Devil, his grounds and all of his friends.

Dodge SRT Hellcat

When a new wave of muscle cars arrived in the mid-2000s, there were quite a few enthusiasts who felt they simply weren’t powerful or raw enough. Dodge’s Challenger was one of the cars that received critique, which the boffins at the brand’s performance arm SRT clearly saw as a gauntlet.

Both the Challenger and the Charger received a 697bhp, supercharged V8 for the ‘Hellcat’ models, perhaps the most extreme performance muscle cars of all-time… for a while.

Lamborghini Diablo

Lamborghini’s cars always seemed a little possessed, lairy and demonic given the chance, so why not skip the pretence and name one after the devil?

The 1990 Diablo – devil in Spanish – was the result of this line of thinking, and it has since gone down as one of the most brutal, off-the-leash Lamborghinis ever built; a title it is unlikely to lose any time soon.

Who’d have thought that a little over 25 years later, the company naming cars after the devil would supply a Huracan to the Pope?

Lister LFT 666

If you’ve ever so much as seen the first five seconds of a horror movie trailer before you can skip the ad on YouTube, you’ll know that the number 666 has some satanic connotations.

Lister decided that this steroidal take on the Jaguar F-Type should not only be branded with that number, but also pack a 666bhp punch.

If you’re hitting the road in one of these, maybe pack a cross just in case.

Radical Rapture

Ah yes, the end of days. If you’ve ever wondered whether you’re destined for heaven or hell, rapture will apparently be the day you find out.

When Radical decided to take its track day prowess and put it into one of the year’s most extreme road cars, perhaps it was only natural to name it after the day of reckoning? Either way, it’s expected that the Rapture will live up to its name, offering edge of seat thrills on road and track.

Dodge Demon

It takes a brave engineer to look at a 700bhp muscle car and say “I think more can come out of this”, but clearly someone at SRT thought exactly that.

The result? The 840bhp Challenger Demon, the most notorious grim reaper for tyres to come from a production line in many a year. Thanks to a wide body kit, the Demon is as imposing as it is loud and fast; expect your kids to check under the bed for this one at night.

Hennessey Exorcist Camaro

The team at Hennessey are now known for sailing against the wind, and squaring up against some of the world’s top manufacturers.

After Dodge came out with the Demon version of the Challenger, Hennessey fired back with a tuned Chevrolet Camaro ZL1 designed to eclipse, surpass and dispose of the machine from SRT, with almost 1,000bhp on tap.

When you’re buying a new car it can be tempting to go to town with the optional extras list. Tick a box here, tick another there and though your car may be loaded with kit, there may only be a handful there which genuinely add value to the vehicle.

So we’ve picked out some of the key things you should – and probably shouldn’t – do when you’re speccing a new car.

Want the best ride? Steer clear of larger wheels

Though it can be tempting to add large alloy wheels when speccing a new car, we’d advise against it if you want the best possible ride. Large wheels can add a crashiness to the way a car rides, so if you’re after a more comfortable drive then go for smaller alloys.

Plus, it’ll save money when it comes to replacing the tyres.

Travelling with kids? Cream seats may not be best

It’s true that cream seats help to brighten an interior up, and do give the cabin a classy appearance. However if you’re travelling with kids, cream seats may not be the best idea as they tend to show up stains and spillages.

We’d opt for a darker colour – either dark brown or black – if you want to keep the interior looking spic and span.

Don’t go for the panoramic sunroof if you – or your passengers – are tall

A panoramic sunroof can be a great way of letting more light into a car’s cabin, and it can be a welcome addition on hotter days where you’d like some wind in your hair. However, it might not be the best of options if you’re taller or often take passengers who are too.

It’s because panoramic sunroofs cut in to the amount of headroom available, which could mean that things could get quite tight for those of greater height.

Refrain from out-there colours to help resale values

Bright exterior colours do help to make you stand out from the crowd, but there’s a downside to opting for a jazzy paint scheme – it can have a negative effect on resale values.

This is particularly the case with yellow cars, which often suffer a considerable drop in price when used.

Remember shiny black trim pieces attract dust and fingerprints

A lot of manufacturers offer gloss black trim pieces for the interior of their cars, with long, flowing sections often trimmed in huge pieces of shiny black plastic.

However be warned – gloss plastic is a nightmare when it comes to collecting dust and fingerprints. Wood and textured finishers stay looking tidier for longer.

Research how your spec looks in real life, don’t just rely on how it looks in the configurator

Though it can be useful to head online when speccing a car, it’s just as important that you get a feel for how a car is in the metal. Paint colours which appear dark and drab on a screen may, in real life, appear far more vibrant than you thought too

The same goes for interior choices, and even the steering wheel size – it’s always worth sitting in a car before you buy it.

Iceland. It’s a country which, to many, will represent icy plains and sub-zero temperatures; snow-drenched mountains and the northern lights. But in summer time, it springs into life with wild rivers and vast forests making the freezing winter feel like a distant memory.

And because much of the snow and ice has melted away, wild tracks are left behind. Rutted, gravelly and strewn with obstacles, these roads are open to the public providing they’re in cars suitable to take on the job.

It makes it the perfect place to try out the new Nissan Navara – a truck famed for its off-road handling and rugged reliability. Certainly, with the Japanese firm claiming that the big one-tonne pick-up is even better on rough surfaces than ever before, it shouldn’t falter against what Iceland has to throw at it, right?

We land at Keflavik Airport, close to the capital Reykjavic. It’s grey and overcast and – despite being the start of July – pretty chilly, too. The first leg of our journey is a pretty standard meander down a normal stretch of highway; single lane roads restricted to just 90kmh (around 56mph). It feels like a snail’s pace, though it does mean that we get to drink in the Icelandic scenery as it unfurls either side of us.

At slower speeds the Navara behaves itself, displaying a fair amount of bodyroll in the bends but otherwise a distinct lack of drama. The ride at these lower speeds is jostly, but no worse than you’d expect from a car sitting on a traditional ladder chassis. There’s a touch of wind noise too, but given the Navara’s bluff grille and upright windscreen, it’s far better than you’d expect.

After the short hop along the coast we arrive at our overnight stop, and the sun is still very much in the sky. At this time of year there’s just around an hour of ‘twilight’ – it never properly gets dark. It means that when we finally retire at around 11:30 in the evening, it feels as though it could be the middle of the afternoon.

Up early next morning, and the trucks are lying in wait for us to get started. It’s a staggeringly beautiful start to the day, with vast, towering cliff faces close behind us staring a glorious flat stretch of countryside in the eye.

We’re actually surprisingly close to Eyjafjallajökull, the site of the volcanic eruption which caused travel chaos back in 2011. Fortunately enough there’s no signs of another eruption – the Navara is tough, but it’s unlikely to be able to withstand a trial by lava.

It’s quickly apparent that today’s drive wouldn’t be as mundane as the day before. We’re on tarmac for a short stretch, but our route quickly veers off from this an immediately hits rough gravel – more than manageable for the Nissan, but other less off-road-ready vehicles are already struggling as we pass them.

We scythe past the Seljalandsfoss waterfalls, and though we stop for a moment to soak up the scene, we’re quickly on the road again. The surface is getting even craggier now, with larger rocks impacting into the Navara’s tyres. We’re sending a huge plume of dust up behind us too which looks impressive, but means other vehicles give us plenty of distance.

We cross several streams and rivers (some deeper than others) and we’re amazed to see huge buses fitted with off-road tyres and lifted suspension fording the same sections with zero drama. The people on board seem just as lackadaisical – it’s as if they’re on the Megabus to Heathrow.

We’re aiming for the Basa huts and campsite – our middle stop for the day – and before long we’ve rolled into the site, crossing a small stream while doing so. Parked around us is a Smorgasbord (sorry, that’s Swedish) of off-road hardwear; lifted Nissan Patrols rub shoulders with ratty Range Rovers and several of the go-anywhere buses that we’d seen earlier. In the UK, the Navara towers over pretty much everything, but in Iceland it comes perilously close to being considered compact.

We have a brief stopover, and then it’s back to the trucks to continue on a more rugged leg of the journey. We’re in convoy now with the rest of the group (we’d been out on our own prior to this), and it means the pace has dropped, but it’s a necessary change; the terrain has become even more rutted and technical as we progress towards the edge of a large section of glacier.

From there, the route gets tougher. It varies between washboard sections of hard ground, to sandy berms and corners with a good helping of rocks and rivers thrown in for good measure. We keep the Navara in standard four-wheel-drive mode for the most part; low-range was only needed for the steepest of inclines, and even then the truck felt as though it could accomplish them without having to trouble that setting.

And soon, we’re closing in on the coast, leaving the mountains and glaciers behind. Before long sand comes into view, but it’s not white – it’s purest black, a clear indication of the island’s volcanic core. It necessitates dropping some of the air from the Navara’s tyres, to help it deal with the powder-soft sand.

With the wind roaring around us, we spike up a steep slope and come to a stop with a full view of the sea ahead. With the black sand, strong gusts and grey skies, it’s a bleak visage. The strength of the wind causes the sand to form around the Navaras lined in a row, giving each the distinct look that it’s being absorbed by the beach.

And with that, we head home. But what a commute back, with huge stretches of flat beach giving us ample room to see how the Navara copes with high speeds off-road. We dart and dive with another truck in the group, each taking turns to splash into the sea. It’s a scene to remember.

Before we know it, we’re at our overnight destination. The trucks breathe a sigh of relief, and more than a small amount of sand is deposited on the sand as we roll to a stop. It’s been a trip filled with climbs, rivers and staggeringly breath-taking scenery – and the Navara has taken it all in its stride.

Sometimes, businesses simply can’t afford to take risks, no matter how good the idea presented to them is. Car manufacturers are no exception, but it seems as though there’s a greater will to make a leap of faith on outlandish thoughts in motoring boardrooms.

Is this a good thing? Absolutely, but sometimes it can lead to a disastrous sales flop.

This list is dedicated to the best and worst of the noughties’ most left-field creations.

Renault Avantime

The Avantime was certainly a departure from the rest of the MPV segment. Too much of a departure? Probably. During its lifespan of less than three years, the cars seemed rather glued to the forecourt.

However, due to offering a 3.0-litre V6 as one of its engines, and the ‘Grand Air’ mode that allows all windows and the car’s vast sunroof to all go down, the Avantime has become something of a cult classic.

Smart Roadster

When Smart was still in its infancy, you’d have to suggest that very few motoring enthusiasts were losing sleep over what a Smart sports car would look, sound and drive like.

However, someone in the Mercedes-owned brand clearly did, which saw a concept version of the Roadster pressed into service on the motor show circuit, and it was popular enough to convince the big wigs to green light a production model.

The end result was never in danger of being called ‘perfect’, but it is certainly one of the funkier convertibles of the decade.

Peugeot 1007

The Peugeot 1007 didn’t seem to know quite what it wanted to be. With its colourful interior trim, it felt rather youthful and exuberant, while the rest of the product looked more likely to appeal to the elderly or the disabled with its van-like silhouette and sliding doors.

And, since the car never found an identity, it also never found a customer base, and was axed by Peugeot UK in 2008.

KTM X-Bow

Coming into the spotlight at the tail-end of the 2000s, the X-Bow has retained a reputation as a solid track car throughout the 2010s.

However, this Austrian open-top racer has always been dominated by fascination over its unique, focused looks, and its sheer rejection of practicality by not even offering a roof.

Nissan Cube

After the second-generation Cube attracted attention from the media and enthusiasts for its uniquely boxy exterior, Nissan decided to officially import the third-generation car to the UK for 2009, just about qualifying for this list as a result.

It didn’t sell well from new, but if you’re after something different that’s indistinguishable from any other Nissan as a driving experience, this is the used buy for you.

Renault Clio V6

Motor racing has often been the inspiration for some truly insane road cars, but usually this is for the purpose of meeting a certain set of rules set out by race organisers, birthing ‘homologation specials’.

The mid-engined Clio V6 started out life as a single-make racing car in 1999, before hitting the road in 2001. Since this series was under Renault’s control, there was no need for a road car, but wonderfully, they decided to commence a production run anyway.

The Clio V6 series would ultimately be superseded by race events for equally bonkers mid-engined Meganes, which sadly never made the move to the street.

Mitsubishi i

City cars and quirkiness seem to have gone hand in hand throughout the 21^stcentury, and few had more eccentricities than the Mitsubishi i.

This Japanese kei car was exported to the UK in 2007, and while it was never a smash hit, it has been persistent; in electric i-MiEV form, it continues to live on alongside rebadged versions of itself from Peugeot and Citroen.

Chrysler PT Cruiser

While the PT Cruiser is likely to forever illicit a poor reaction from most passionate motorists, a 10-year lifespan and a production run that topped 1.3 million units has to be an indicator that it did something right.

Straddling the line between hatchback and Compact MPV, the styling was the main hang-up for many. It was alleged to be inspired by the 1930s, and looking at the PT Cruiser almost 20 years on from its debut, one can assume that its designer drew most of their inspiration from the Great Depression.

Ah, the humble estate. The family workhorse or businessman’s office away from the office. But just because estates are normally associated with being purely practical, that doesn’t mean they can’t be classy affairs.

Some of the world’s most premium and luxury manufacturers offer high-class wagons, so if you’re after a posher estate, let us run you through the best in the business.

Mercedes E-Class

Mercedes refers to the current E-Class as ‘the most intelligent business saloon’, and looking at the tech and creature comforts available, it’s certainly not all that bold of a claim – so long as you have the right money to spend.

It borrows heavily from its bigger sibling, the S-Class, and that’s noticeable from its cabin, with traits such as the massive cockpit display being lifted straight from the flagship.

Of course, all of these traits transfer over to the estate as well, with the added benefit of superb practicality, with a 640-litre boot that extends to 1,820 litres with the rear seats down – which even surpasses the equivalent machine from estate stalwarts Volvo.

BMW 5 Series Touring

The 5 Series Touring is in direct competition with the estate version of the E-Class, and though the products are similar on paper, it will be what you want from an estate that will drag you one way or the other if these cars end up being at the top of your shortlist.

The 5 Series has to make do with just 570 litres of boot space, which grows to 1,700 with the rear seats down. But, as is so often the case, the BMW is more engaging behind the wheel.

And, while an M5 Touring is yet to emerge for the more power-hungry estate driver, there is a company that will cater for those seeking a faster, more luxurious 5er estate; more on that further down the list.

Audi A6 Avant

Of course, a discussion about any segment where Mercedes and BMW compete is not complete without covering the inevitable rival from Audi.

The A6 Avant is roughly on par with the 5 Series Touring in the practicality stakes, and on the road, it matches up well too. It also benefits from a superb choice of engines, and an impressive suite of tech inherited from the flagship A8.

Ultimately, with all three of the big German marques producing impressive cars, it might be brand loyalty above all else that herds estate buyers towards one over the others.

Volvo V90

The flagship estate from Volvo, the V90 is the sole Swede competing against the might of the German marques.

Despite being the latest in a long line of Volvo estates – typically known for swallowing more luggage than almost anything else outside of commercial vehicles – it actually falls short of all its aforementioned German rivals by around 100 litres, both with the rear seats up and down.

It is, however, perhaps the most refined car mentioned thus far, and the T8 plug-in hybrid option grants the V90 a good amount of clout in the economy stakes.

Jaguar XF Sportbrake

Jaguar has been struggling in recent years to really mix it at the top of the premium/luxury segment with the best of Germany. However, look past some of its foibles, such as some questionable build quality and a below average infotainment system, and there’s a lot to like about the XF Sportbrake.

Chief among them is the fact that it’s drop dead gorgeous. It’s not just good looking for an estate, it’s good looking full stop. Add in a bit of national pride and you’ve got yourself a compelling product.

Alpina D5

If you like BMW but it isn’t quite premium enough for you, Alpina is the answer. The tuning house have been adding luxury to the German firm’s motors for decades, and has earned itself quite a reputation for building smooth-riding, high-performance vehicles.

From the outside, the styling might be subdued – aside from the signature multi-spoke alloy wheels – but this is more than a lightly fettled 5 Series. It uses the same economical diesel engine as the 530d, but with more power, while the suspension has been tweaked for improved comfort.

Imagine a BMW M5 for introverts and you get the picture.

Porsche Panamera Sport Turismo

Think Porsche and you probably imagine the 911 or Boxster, but there’s a whole other side to the German firm’s range that focuses on high-end practicality. The Panamera has shed the divisive styling of the first generation and has grown into a muscular, classy estate in Sport Turismo spec.

Inside, Porsche has kept true to its roots, so you get a low-slung seating position, cocooned by the sweeping dashboard. The materials are all super high quality, the on-board technology is top-notch, and you can sling your golf clubs in the boot, too.

Ferrari GTC4Lusso

Okay, so this one caused a bit of an office debate. It’s not technically an estate, rather a ‘shooting brake’ because it only has two doors. But could you really keep the only practical Ferrari off a list of luxury estates? No, no you can’t.

There are two engines available – a screaming V12 and a turbocharged V8 that’s the more economical option. Both have ludicrous power outputs of more than 600bhp and four-wheel-drive, so you get Ferrari performance you can use all year round.

To make a car become a future classic, it needs to be rare and interesting. There are plenty of new cars available on the market today which are a must-have for collectors and enthusiasts of the future. We’ve picked out 10 of the best that we’d try and grab before they disappear from the forecourt.

BMW M2 Competition

The M2 Competition was the replacement for the standard M2. It featured a new engine producing 404bhp as well as an increase in agility, driver engagement and performance. At £49,000, the M2 Competition was £3,000 more than the old M2, but enthusiasts were willing to pay the extra for a car that could finally go toe-to-toe with its biggest rival – the Porsche 718 Cayman.

Alfa Romeo Giulia Quadrifoglio

A modern day equivalent to the 156 GTA, the Quadrifoglio is a direct rival for the Mercedes-Benz C63 AMG. However, the Giulia looks like a piece of art and the 2.9 litre V6 engine 503bhp gives its engine the power of a Ferrari. Also, the Quadrifoglio is a slightly left-field alternative to better-established brands such as Audi, BMW and Mercedes-Benz.

Ford Fiesta ST

It wouldn’t be a future classic car list without a fast Ford. With pedigree from the Escort Cosworth, Sierra Cosworth, XR2 and XR3i, Ford know a thing or two about making great driver’s cars. The Fiesta ST is far from rare, but given the driving experience and success of its predecessor, the current generation of the Fiesta ST is certainly a future classic.

Hyundai i30 N

The i30 N represents Hyundai’s first attempt in the hot-hatch market, and it is a very good one. Its 276bhp engine may not be in Civic Type R territory, but other hot hatches such as the Focus ST and Volkswagen Golf GTI will have their work cut out on a track to keep up with the N. The i30 N is a car for those who want something a little bit different from the ordinary, making it a rare sight on our roads.

Kia Stinger

Like its sister company – Hyundai – the Stinger is Kia’s first serious performance model after the forgettable Pro Cee’d GT in 2013. In GT-S form, the Stinger has a 3.3-litre twin-turbo V6 producing 335bhp, giving a top speed of 168mph. The looks will divide people, but that’s what makes the Stinger a future classic – it splits opinion and it is the start of a breed of performance Kias.

Mercedes-Benz A45 AMG

The A45 AMG kick-started the hyper-hatch segment. Four-wheel-drive, 376bhp and launch control, the A45 is the closest rival to the Audi RS3. With the recent reveal of the next-generation A45 producing over 400bhp, the benchmark for the most powerful hot-hatch has been raised once again.

Suzuki Jimny

One of the most loved new cars to be launched in the past decade, the new Jimny looks like a cross between a Mercedes-Benz G Class and a Jeep Wrangler. With limited production each year, the demand for this little off-roader is huge. Its 1.5 litre engine may be slow and the interior more rugged than plush, but as a future classic the Jimny is up there at the top – especially with residuals holding at a very strong rate.

Tesla Model S

The P100D is the version of the Model S that is for sure to become a future classic. The Model S was the first Tesla to be sold in the UK and with the P100D, it will leave a Ferrari standing still in a drag race. The Model S is the car that has caused Tesla as a brand to grow in the last five years, owing to its effortless performance and excellent all-electric range.

Toyota GT86

Built in conjunction with Subaru, the GT86 is a no-nonsense, back-to-basics driver’s car that has been in production since 2012. A flat-four boxer engine, 197bhp and rear-wheel-drive is a recipe for a great sports car. Also, they are not a common site on UK roads despite being on the market for seven years.

Volkswagen Golf GTI TCR

Just before the next-generation of the Volkswagen Golf GTI arrives, the Golf GTI TCR represents the last version the MK7 variants. The TCR is set to be the ultimate GTI, packing all the performance enhancements as well as all the standard equipment you get with the regular Performance GTI. As the TCR is the last of the Golf GTI MK7’s, it’s going to be the model that all enthusiasts will want in the future.

By Cameron Richards

After years of rumours and teasers, Chevrolet has finally revealed the all-new mid-engined Corvette Stingray.

It is powered by the latest evolution of the traditional V8 engine, but it has been moved from beneath the bonnet to behind the driver in a set-up more akin to an exotic supercar than an American muscle car.

Chevrolet says the new positioning of the 6.2-litre engine improves weight distribution, while moving the driver forward and closer to the axle is said to improve responsiveness and sense of control.

The V8 develops 488bhp and feeds the rear wheels via an eight-speed dual-clutch transmission. The 0-60mph sprint is pegged at under three seconds for the Z51 Performance Package, making it the fastest accelerating Corvette ever.

The aggressive styling is said to be inspired by modern fighter jets and Formula One race cars while incorporating classic Corvette cues.

Michael Simcoe, vice president of global design at General Motors, said: “As America’s most iconic performance nameplate, redesigning the Corvette Stingray from the ground up presented the team with a historic opportunity, something Chevrolet designers have desired for over 60 years.

“It is now the best of America, a new arrival in the mid-engine sports car class. We know Corvette can stand tall with the best the world has to offer.”

Pricing for the Corvette Stingray has not yet been revealed, but Chevrolet has touted a sub-$60,000 (£53,700) price tag in the US. Significantly for the UK, the new Corvette will be sold here as a right-hand drive model for the first time.