Category: Reviews

What is it?

There’s been an increased demand for retro-inspired bikes of late. It’s something that can be seen across the motorcycling world, with more manufacturers dipping their toes into the world of yesteryear designs but with modern-day touches. Honda is no different, too, and while it may be well known for its cutting-edge street and adventure bikes, this model – the CL500 – is designed for people who want to make a more stylish entrance.

Lightweight and angled towards urban driving but with dynamics which could allow it to head off-road when required, the CL500 could be a motorcycle to match all occasions. We’ve been aboard to see what it’s like.

What’s new?

While the exterior does take inspiration from Honda’s CL models from the 1960s, the underneath of the CL500 is firmly rooted in the present. You get 19-inch front and 17-inch rear tyres for nippy, eager handling while the block-pattern tyres suggest it could handle a little bit of light off-roading. There’s LED lighting across the board, too, ensuring that this compact bike stays visible while Emergency Stop Signal technology automatically activates the rear indicators as hazard lights under heavy braking.

There are loads of neat touches dotted across the bike, too, from the tank pads and the upswept handlebars which maintain that feeling of retro cool. A 790mm seat height means that it’s not too tricky to get on board either, meaning that this could be a good option for newer riders as well.

What’s it powered by?

You’ll find a 471cc liquid-cooled four-stroke two-cylinder engine powering the CL500, which develops 46bhp and 43.4Nm of torque. It’s linked to a six-speed manual gearbox, too, and when you combine a 12-litre fuel tank with a claimed fuel consumption figure of just over 65mpg, it means that the CL500 could deliver 186 miles from a full top-up.

There are 41mm telescopic forks while a twin, spring preload adjustable rear shock takes care of the rest of the suspension. In terms of braking, there’s a two-piston front brake caliper with a 310mm disc alongside a single-piston rear caliper on a 240mm disc. Honda says that the CL500’s ABS system has been optimised to be used on dirt tracks as well as tarmac, too.

What’s it like to ride?

Climb onto the CL500 and you’re met by a very user-friendly cockpit setup. It isn’t overly adorned with features or buttons, just everything you need in a clear, precise layout. Even the LCD screen is minimal in design, though it does have all of the information you’d want. Quite oddly the CL500 has its ignition on the side of the bike – which does tie into the old-school feel – with the steering lock key barrel on the same side.

Up and running there’s a wonderful characterful burble from the high-exit exhaust and while no one would see this bike as overly powerful, it’s got enough power to keep things interesting. The gearshift is light and simple to get along with, too, though the clutch is relatively sharp and does take some getting used to. At speed, there’s a fair amount of wind blast from the unprotected front end and though the smaller wheels do promote agility around town, when you’re on the motorway they do make the CL500 feel a touch nervous.

How does it look?

There’s no hiding the CL500’s retro roots, but it’s far from a case of style over substance. Everything appears well-finished and well put together, with pleasant materials. All bikes come in one of four colour choices – orange, green, blue or black – and these go alongside a black frame which helps to make this bike stand out. ‘Our’ test bike came in the particularly striking ‘Candy Energy Orange’ which felt like it tied in with the retro theme nicely.

Customisation is a big part of the CL500 experience, too. That’s why this model is available with a wide range of accessories to tailor it to your requirements, ranging from heated grips to a 38-litre top box for extra storage. Our test bike came with a front fender and knuckle guards – both in contrast white – which gave the CL500 more of an adventure-ready appearance.

What’s the spec like?

Prices for the CL500 start from £6,149, making this a well-priced bike – particularly considering it has a relatively large engine. All four colours are available for no extra cost, too, while all versions get the aforementioned LCD dash and an under seat helmet holder. It’s certainly not pushing into the upper echelons of motorbike pricing and makes this good-looking bike more accessible to more riders. The CL500 can also be made to suit A2 licence holders for those who aren’t yet holding their full motorcycle licence.

It’s good to have such a variety of accessories available for this bike, too, as it means that you’re better able to tailor it to a variety of needs and riding styles.

Verdict

The CL500 brings its retro style without forsaking usability. While it’s not the fastest bike there, its lightness and agility makes a whole lot of fun to ride and just as exciting to pilot out on twisty lanes as it is around town.

It isn’t the most suited to long-distance motorway journeys or outright adventure riding, but for everything else in between the CL500 makes a great deal of sense and all at a very attractive price point.

What is it?

The world of custom motorcycles is even busier than ever. People love to make their bikes look more individual and that’s not just restricted to classic motorcycles – people are modifying brand-new bikes too.

Royal Enfield is a brand fully aware of this. It’s why it has launched its latest motorcycle – the Shotgun 650, as we’re looking at here – with one eye on the riders who will want to change it up straight after delivery. But as well as customisation, what else can this brand new motorcycle offer? We’ve been finding out.

What’s new?

Royal Enfield has put the tried-and-tested chassis that you’ll find being used in bikes like the Interceptor and Super Meteor to work in the Shotgun 650, but there’s a more concerted effort to make this bike as sharp to ride as possible while still delivering a comfortable ride that’ll allow it to cruise when you need to.

The Showa forks are a good indication of this, but as well as this Enfield has finessing the build quality of the Shotgun. It’s why the powder-coated black frame both looks and feels well-finished, while a variety of enamel-covered components push it far more upmarket than other Enfields. All this comes at a very budget-friendly price of £6,899. It’s far more than we’ve seen other models from the brand priced at, but still puts the Shotgun squarely in the cheaper end of the segment.

What’s it powered by?

As with the Super Meteor and Interceptor, the Shotgun comes with a 648cc, air-oil cooled parallel twin engine with 46bhp and 52.3Nm of torque. As with those other two bikes, this engine performs admirably in the Shotgun with pleasantly smooth delivery and plenty of torque-low down which allows you to make good progress without having to shift through the six-speed gearbox too much.

Emissions of just 99g/km make the Shotgun very clean-running while Royal Enfield’s claimed fuel economy of 62mpg means you shouldn’t have to fill up too often. With fluids on board the Shotgun’s weight tips to 240kg which does make it a fair bit heavier than other comparable models.

What’s it like to ride?

The Shotgun has the look and feel of a proper cruiser, with its mid-mounted footpegs encouraging a more relaxing riding position. However, it’s far sharper to ride than its design lets on with good levels of grip throughout the bend and sharp, nimble handling that makes it feel alert and ready to go.

Naturally, with 46bhp the Shotgun isn’t the quickest out of the blocks, but it’s got more than enough grunt to keep things interesting. There’s decent shove from a dead stop, while the engine’s smooth delivery means that the whole bike feels settled. It’s decent enough at motorway speeds, too, though the lack of any front wind protection means it’s pretty blustery – but the same can be said of any bike with this design.

How does it look?

The Shotgun appears different from every angle. At the front, it’s got a more classical appearance with the large round light and teardrop-shape tank combining to create a look which is similar to other Enfields. However, it’s towards the rear of the bike where things really change. The pillion seat – which allows you to carry a passenger – can be removed and underneath, the rear frame section can also be taken away for a cleaner look. The rear mudguard is a little ugly in our eyes, but we’re sure that this would be easily swapped out or removed entirely.

In fact, it’s this option which ties into the customisable nature of the Shotgun. It’s a bike which has been revealed at London’s famous Bike Shed – a home of tweaked and custom bikes – and this definitely reflects the Shotgun’s design. That said, if you still want to keep things standard, there are a number of colours to choose from if you fancy changing the look of the bike without breaking out the spanners.

What’s the spec like?

At just under £7,000, the Shotgun does represent good value for money and is only a few hundred pounds more than the Interceptor 650. Though the two share the same engine, the Shotgun feels tighter to ride and more comfortable thanks to that aforementioned mid-mounted foot peg position.

Each new Royal Enfield model continues to improve in terms of quality, with much of the Shotgun’s switchgear feeling of good quality. The indicator controls do feel a little plasticky, mind you, but the main dial is clear and easy to read with a compact LCD screen showing fuel and trip information. There’s also a compact screen for the bike’s navigation, which connects to your phone via Bluetooth and relays turn-by-turn instructions via your smartphone’s mapping system.

Verdict

The Royal Enfield Shotgun 650 has a series of talents. For one, it’s able to cruise along with little complaint and feels refined enough for those longer days in the saddle. However, clever tweaks to the chassis and ride ensure that it’s still great fun when things get twisty, while the engine has just enough power to keep things interesting – though it’d be nice if the exhaust were a little more characterful.

Enfield’s continually improving build quality shines at the forefront of the Shotgun, too, and given its great pricing, this is a motorcycle which feels like it could prove ideal for many types of riders.

What is it?

Range Rover has a habit of making some quite lairy four-wheel drives. The previous-generation Sport SVR, after all, was one of the go-to models for drivers after a high-riding SUV that could out-accelerate a lot of supercars and make a real clatter from the exhaust while it did so. It was immensely popular, too, which is probably why Range Rover has returned to create a go-faster model of its current Sport with this – the SV.

But while it might’ve been tempting to bung a large engine into the Sport and leave it at that, Range Rover has given the SV a far more comprehensive series of upgrades to make this car as sharp and as capable as ever – without losing any of the well-regarded aspects that you’d expect from a ‘traditional’ Range Rover.

What’s new?

There’s a lot more going on here than just a slightly beefed-up exterior. There are some particularly eye-catching design features available on the SV; new 23-inch carbon fibre wheels which shave 76kg off the car’s weight, hydraulic interlinked suspension that keeps the ride controlled during all types of driving and there’s even ‘in-car sensory audio technology’ that can make your seat vibrate in the same tempo as the track you’re listening to.

The SV acts as a halo for the entire Sport range, too, and while a limited run has sold out entirely, Range Rover has said that ‘if there is demand, they’ll build more’ – so we’d bank on plenty of these rolling out from the factory in the future.

What’s under the bonnet?

Range Rover hasn’t picked its 5.0-litre supercharged V8 for the SV, instead opting for the twin-turbocharged 4.4-litre V8 which you’d find in some high-performance models from BMW. With 626bhp it makes the SV the most powerful Range Rover to date, with 750Nm of torque contributing to a 0-60mph time of 3.5 seconds and a top speed of 180mph.

Of course, efficiency isn’t the top priority in this car but, because of that 4.4-litre V8 – rather than the older 5.0-litre – it actually produces 15 per cent less CO2 than its SVR predecessor, with total output standing at 270g/km. Range Rover claims up to 23.7mpg, too, but expect that to drop considerably during spirited routes – we saw around 19mpg during mixed driving.

What’s it like to drive?

The good news about the SV is that it behaves – during daily driving – like a ‘regular’ Sport; there’s that lofty driving position and soft edge to the ride that lends itself to long-distance journeys which fly by. Naturally, it’s a stiffer setup and there’s the odd jostle, but the way the SV handles lumps and bumps is remarkable – particularly for something riding on such massive wheels. We tested both the carbon and regular iron brakes and though the latter might not have the same gravitas, they’re more than capable enough of bringing the SV to a hurried stop when you need to.

We got the chance to test the SV around the famous Portimao circuit and it behaved in a way a heavy SUV has no reason to behave. It maintained composure and agility throughout the circuit’s bends and this translates to a very polished driving experience. We’d just say that though this 4.4-litre V8 might be potent, it doesn’t feel quite as brutally quick as the SVR which preceded this model – it sure is fast, but despite the 3.5-second 0-60mph time, doesn’t take your breath away from a standing start in quite the same fashion. It sounds more subdued, too.

How does it look?

The standard Sport is already quite a handsome thing and Range Rover seems to know that – it hasn’t mucked about too much with the way this performance version looks. There’s the option to have a contrast bonnet – in classic SVR fashion – but there are only three exterior colours to choose from, which feels a bit limited. There’s a redesigned front end with a chunkier splitter, while around the back there’s some carbon fibre badging to reflect this car’s sportier nature.

Naturally, the 23-inch carbon-fibre wheels are a big talking point here and at over £3,000 for the set they aren’t cheap. Fortunately, the standard alloys still look superb while around the back the quad exhausts give an indication of the engine beating away up front.

What’s it like inside?

The latest Sport is already a fine place to be from the inside, but some tweaks and additions have been made here and there in the transition to SV. Chief among them are the large bucket seats for those up front – they’re not too heavily bolstered and, in fact, could be a little roomy for smaller people. There’s plenty of space in the back, too, though the new bucket seats do block some visibility for whoever is sitting in the rear of the SV.

As on the standard car, there’s a little too much gloss black plastic surrounding the switchgear area and this clangs slightly with the price tag of this car. It would’ve been much nicer to have this section finished in carbon fibre instead, with a leather-clad gear selector a better choice to the cheap-feeling plastic one that sits there as standard. The good news is that the space and versatility that makes the standard Sport so usable on a day-to-day basis hasn’t been lost here.

What’s the spec like?

Where a lot of the SV’s price is being spent is going on underneath. It has been radically upgraded mechanically compared with the standard car and, in our opinion, this is much preferable to a model which looks awe-inspiring but can’t deliver the kind of driving experience that you expect. However, the tech which is aboard all works superbly, with JLR’s Pivi Pro system continuing to impress with its ease of use and variety of features.

We also like the driving mode button which has been installed at the lower part of the steering wheel as it allows you to quickly cycle through the different vehicle settings, while the driver assistance mode button on the wheel – which means you can quickly lessen the interference of these often-annoying features – is a great call and makes disabling these systems much easier.

But it doesn’t come cheap, as at £185,360 for the launch version, the SV costs more than double the price of a regular Range Rover Sport. Not that it has stopped buyers, as the initial run is all fully allocated,

Verdict

The Sport SV is the kind of car that die-hard sporty Range Rover fans were always calling out for. As a tip-top version of an already-popular model, you could argue that it was always going to sell – regardless of how well or poorly it was set up. However, the extensive lengths that Range Rover has gone to in order to make the SV steer, accelerate and brake as dynamically as possible must be applauded – this isn’t simply a regular Sport on fancy wheels.

It may not be the last word in performance SUV sharpness, but given the level of driver involvement it delivers – particularly in a car weighing well over 2.5 tonnes – the SV is a model which you can’t help but feel impressed by.

What is it?

In the modern motoring world, cars are becoming more complicated and, more often than not, a lot bigger. The frequency of compact city cars arriving on the market has become less in recent times, but for a lot of drivers, they make a lot of sense. City cars don’t cost much to run and they’re often easy to maintain and repair, too. Sometimes, however, they can feel a little lacking in character.

That’s where the i10 N Line steps in. It’s a sportier take on Hyundai’s smallest model, bringing some of the tweaks and touches that you’d get on the company’s full-fat ‘N’ performance models but with the excellent running costs of the standard i10. Is it any good though? We’ve been finding out.

What’s new?

As we’ve touched upon, the i10 is the most compact model that you can pick out of Hyundai’s range. But, like the Korean firm’s other cars, it’s still jam-packed with features to ensure it delivers great value for money while a standard five-year warranty should help alleviate any worries about reliability for the foreseeable future with this car.

Hyundai has also tweaked the way the i10 sits on the road to make it slightly more engaging to drive with a great focus on body control and handling. There are also loads of Hyundai’s latest safety systems aboard the i10, with lane-keep assist, intelligent speed limit assist and a full electronic stability system ensuring that this compact car remains as safe as can be.

What’s under the bonnet?

One area where the i10 hasn’t been changed in its switch to N Line specification is the engine. It’s a 1.0-litre turbocharged unit, which here produces one brake horsepower shy of the 100bhp marker and 175Nm of torque. While those outputs might not sound that much, they are in the realms of 1980s hot hatches – it just seems we’ve become accustomed to modern performance hatchbacks producing near-supercar levels of performance.

But the good aspect of this is efficiency. Hyundai claims 52.3mpg – and we saw well over that during our time with the car – as well as CO2 emissions of 123g/km. Here, we’ve got a five-speed manual gearbox sending power to the front wheels as well.

What’s it like to drive?

With ‘just’ 99bhp and a 0-60mph time of 10.3 seconds the i10, on paper at least, isn’t the fastest horse in the race by a long stretch. However, this is a car which thrives on being driven with some extra commitment and it’s at these times when those figures pale into the background as with its sharp handling and well-contained body control, the i10 is great fun to drive down a twisty lane.

The ride can be a little fidgety at lower speeds but, if this is a deal-breaker, then there’s still the excellent ‘standard’ i10 to opt for instead. And while we would quite like a sixth gear on the gearbox for relaxed cruising at motorway speeds, the little i10 practically bowls along the highway and feels like a far larger car than it actually is during these times. Then, when you’re stopped, the i10’s tiny dimensions make it a simple car to park and move around at slow speeds.

How does it look?

Hyundai has done a great job of pumping up the look of the i10 with its N Line parts. Sure, it’s all a little ‘go-faster’, but this car’s twin exhaust pipes, red accents and 16-inch alloy wheels do play to the i10’s dimensions and make it into quite an attractive car with good looks from all angles.

The full N Line styling kit helps to differentiate this i10 from the rest of the range, too, and while it might not have the performance to back up these looks, it makes this version a touch more characterful.

What’s it like inside?

There’s a lot packed into a small area with the i10 N Line. Naturally, there’s only so much that a car of this size can offer size-wise, but with its upright proportions it’s got more headroom to deliver than you might expect. The seats up front have a decent amount of adjustability and they’re heated, too, as is the steering wheel – a welcome feature during chilly winter mornings.

As with other Hyundai models, there are some nastier plastics to be found here and there – the ones on the door cards feel quite scratchy to the touch – but it’s all ergonomically sound and the controls are always within easy reach. One thing we found slightly irritating with the i10 was the sheer number of ‘bongs’ that occur, be that for speed limits, speed cameras or anything in between. You can turn them off, but forget to at your peril – they can quickly wind you up on the move.

What’s the spec like?

The N Line is one of the most equipment-laden models in the i10 range, so it’s a good option if you want all of the creature comforts possible. As we’ve touched on there are all manner of heated elements, but above and beyond that you’ve got a full climate control system, cruise control and a reasonably sized central screen which goes beyond many other more expensive setups in its ability to deliver Apple CarPlay or Android Auto wirelessly, rather than via a USB cable.

Rear parking sensors and a rear-view camera are two ways which make this already quite easy-to-park car even more user-friendly, too. While the i10 N Line’s price has crept up in recent years and now stands at £18,520, it still brings a lot of equipment for the money.

Verdict

There’s plenty to like about this sportier take on the i10 package. It’s fun to drive, will prove cheap to run and has loads of equipment. It’s more practical than you might expect a car of this size to be, too, and its compact dimensions mean that those who are pressed for room – or are routinely parking on the street – get it into the teeniest of spaces.

At just over £18,500, it might be more expensive than before but still undercuts many rivals. While the i10 won’t be a great fit for drivers after something spacious and with tip-top refinement, this N Line’s combination of character and efficiency will be a winning blend for many would-be buyers.

Facts at a glance

• Model as tested: Hyundai i10 N Line
• Price: £18,520
• Engine: 1.0-litre turbo
• Power: 99bhp
• Torque: 172Nm
• Max speed: 115mph
• 0-60mph: 10.3seconds
• MPG: 52.3
• Emissions: 123g/km CO2

What is it?

The importance of the Cayenne to Porsche should never be underestimated. It was its first SUV in the early 2000s and is often earmarked as helping to save the the German company.

More than two decades later, it continues to be a key contender in the large premium SUV segment, aided by the addition of a more stylish ‘Coupe’ variant a few years ago and a broad choice of engines, including several plug-in hybrids. To help keep it competitive, Porsche is back with a range of upgrades, but can they succeed?

What’s new?

The current generation of Cayenne has been around since 2018, so a refresh was needed. Visually, not all that much appears to have changed, as is often the Porsche way, but it’s everywhere else where you’ll find differences. There’s the firm’s latest touchscreen and digital dial displays, while the front-seat passenger can even have their own screen in the dashboard.

The plug-in hybrid, which accounts for the bulk of sales, also gets more power and a much larger battery that extends the claimed electric range to 46 miles – significantly more than before.

What’s under the bonnet?

While more might opt for the hybrid, Porsche hasn’t forgotten about the regular petrol versions. The standard ‘Cayenne’ uses a 348bhp 3.0-litre unit but if you want more performance, there’s the Cayenne S we’re trying here.

Previously this was quite a rare choice as it used a V6 and was down on power compared to the equally-priced plug-in hybrid, but the S now uses a mighty 4.0-litre V8 engine, bucking the trend for downsizing engines, and essentially replaces the previous ‘Turbo’ model.

Power is up 34bhp to 468bhp, with torque standing at 600Nm. With an eight-speed automatic gearbox and four-wheel-drive, the Cayenne S can accelerate to 60mph in 4.8 seconds and on to a 170mph top speed. The downside of that V8 brawn? You’ll need deep pockets to run it, with Porsche claiming just 22.6mpg and CO2 emissions standing at 283g/km.

What’s it like to drive?

The Cayenne has always been the driver’s SUV and it only gets better with this latest model. At just under five metres long, the Cayenne is a big car but the way it behaves behind the wheel is astonishing. There’s a level of agility you just don’t get from large SUVs, and you can throw it into a corner at speeds that would ruffle the feathers of many of its rivals.

As long as you’re not looking at the fuel economy, this V8 engine is superb, with a delightful grumble as you put your foot down, and a surge of power to go with it. Combined with its quick-shifting gearbox, you’ll struggle to find a more enjoyable and rewarding SUV to drive.

You might expect the payoff to be a harsh ride, but it’s the exact opposite, as even in harder driving the Cayenne’s ride remains composed and never brittle. Our test came with optional adaptive air suspension and though you can’t help but feeling it should come as standard on an £80,000 SUV, is a box certainly worth choosing.

How does it look?

Though Porsche calls this one of the ‘most extensive product upgrades’ in its history, you’d never know looking at it. There are changes, predominantly at the rear where the number plate has been moved from the boot lid to to the rear bumper and there’s a new 3D-effect light bar, but it’s mainly business as usual from a design perspective.

We’d say that’s a pretty good thing with the Cayenne, as – like most Porsches – it’s aged brilliantly. It gets the balance just right between being bold but never over the top. The German firm also offers extensive personalisation options, as well a more stylish-styled ‘Coupe’ version with a sloped roof for that prefer that style of vehicle.

What’s it like inside?

There are some pretty big changes on the Cayenne’s interior, with a new widescreen touchscreen, digital dial display and redesigned centre console being the main ones. The displays offer superb clarity and ease of use, and there’s even the option of having a touchscreen in the dashboard for the passenger, but we struggle to see the point of it. The gear selector has also moved from the conventional placing to a little toggle next to the steering wheel, but it’s a bit awkward to use.

But the quality of the Cayenne can’t be faulted, as it feels every inch a premium product with top-grade materials used throughout. There is masses of interior space as well, with loads of room for adults in the rear and a huge 698-litre boot.

What’s the spec like?

Prices for the new Cayenne kick off from £70,400, but if you’d like the excellent V8 engine with the S, you’ll need £84,000. Standard equipment is a bit penny-pinching, with features such as leather seats and adaptive cruise control both absent.

Optional extras on the Cayenne are expensive too, with our test car’s many add-ons coming to more than £20,000, with features such as a panoramic roof (£1,500), 21-inch alloy wheels (£1,900) and a black leather interior (£2,565) all quickly racking up the price.

Verdict

The Cayenne continues to be the SUV that goes against those who say vehicles of this type can’t be great to drive. Its combination of agility and comfort is unmatched, and the changes made to the interior and dynamics only improve on what was already an excellent model.

It offers a level of class that many of its premium SUV rivals seem to have forgotten, and as long as you’re mindful that Porsche isn’t as generous with its equipment as many of the Cayenne’s rivals, this is a deeply complete package.

Facts at a glance

• Model: Porsche Cayenne
• Price: £70,400
• Model as tested: Porsche Cayenne S
• Price as tested: £84,000 (£105,235 with options)
• Engine: 4.0-litre turbocharged V8
• Power: 468bhp
• Torque: 600Nm
• 0-60mph: 4.8 seconds
• Top speed: 170mph
• Economy: 22.6mpg
• Emissions: 283g/km

What is it?

Born out of Audi’s success at the legendary 24 Hours of Le Mans race, the R8 was the road-going supercar that many thought it would never make. With a few rare exceptions, volume car brands just don’t make supercars.

But after purchasing Lamborghini, Audi could leapfrog off its expertise, utilising select parts while putting its own high-quality twist on it. The R8 arrived in 2007, first with a V8 engine and then with a V10 a few years later. It was only the latter that continued for the second generation in 2015, and which has remained on sale for more than a decade.

But as Audi increasingly has to electrify its range and reduce its emissions, the V10 R8’s days are numbered, with its final blessing being this ‘GT’ model here.

What’s new?

The first generation bowed out with a GT version – a racier, lighter and more powerful version of the supercar. It’s much the same recipe applied this time around, with this R8 being the most focused version yet.

Only available in rear-wheel-drive guise, the power is increased to a mighty 612bhp, while also getting a whole range of styling changes to make it look more aggressive. There’s all manner of carbon fibre used across the design, while a large fixed spoiler is quite different to the R8’s usually more subtle rear. Just 333 R8 GTs are also being made, with only 15 of these being bound for the UK. Not surprisingly, they’re all accounted for.

What’s under the bonnet?

The centrepiece of the R8 has always been its engine. Its mighty 5.2-litre V10 unit is mid-mounted and completely on show. Enclosed in glass and even with its own lights, it invites you to take a look like a Christmas display in a shop window.

There’s no turbocharging here so it’s pure brawn, and on the GT it puts out 612bhp and 565Nm of torque – the most of any rear-wheel-drive R8, and matches that of typical quattro four-wheel-drive models. A new seven-speed S tronic automatic is also adopted, but more on that later.

Accelerating to 60mph takes just 3.2 seconds, with the GT able to accelerate to a top speed of 199mph. Unsurprisingly, it’s ludicrously expensive to run, with Audi claiming just 18.8mpg and 340g/km CO2 emissions.

What’s it like to drive?

The V10 absolutely dominates the R8 experience, and the rich and mechanical note of this Lamborghini-sourced unit is intoxicating. There’s a sports exhaust too, but it’s the engine that is producing the noise, and unlike many modern sports cars, none of it needs to be artificially pumped into the cabin.

The GT gets a new rapid-shifting gearbox that’s been revised to offer more acceleration in all gears, and the performance, almost regardless of revs, is exceptional. With the GT being rear-wheel-drive only, it does keep you on your toes if you try to put your foot down, though it’s all fairly controllable, even in less-than-ideal conditions during our test week.

This GT also features a new ‘Torque Rear Drive Mode’, which through a button on the steering wheel allows you to control the slippage on the rear axle via the traction control depending on your driving ability and the conditions, essentially allowing drivers of all levels to tap into the R8’s capability.

How does it look?

By supercar standards at least, the regular Audi R8 is fairly subtle. Not so much on the GT, which has been given the styling to go with its more aggressive intent. It gets what Audi calls an ‘Aerokit’ – a range of carbon-fibre elements, including for the front splitter, bumpers and impressive rear wing. It all serves a purpose to improve aerodynamics, too, not just for the visuals.

The more you see the more you notice with the GT, including its carbon sideblades and a range of ducts and vents to help get as much heat away from the V10 as possible. With large 20-inch black alloy wheels shod in track-focused Michelin Cup 2 tyres, this is an Audi R8 that certainly doesn’t go unnoticed out on the road.

What’s it like inside?

The main change on the R8’s interior is its bucket seats, which instantly give the R8 a sportier feel. With bright red seat belts and red stitching across the cabin, it helps to deliver an interior befitting of a supercar. If you like Alcantara, you’re in the right place as it’s used across the interior, from the seats to the steering wheel and even a full headlining. We did find the seats to be quite uncomfortable after several hours behind the wheel, however.

Though the R8 GT sits low to the ground, it’s more livable than other supercars, with a decent amount of space inside the cabin itself and plenty of creature comforts. You’ll have to pack lightly with its tiny 112-litre front boot, though.

What’s the spec like?

Audi didn’t go the whole hog when it came to reducing the R8’s weight, and as a result, you’ve still got plenty of luxuries, including heated seats and even a Bang & Olufsen sound system. All the Alcantara and carbon-fibre elements don’t come cheap, either, and neither do the standard-fit carbon ceramic brakes, which offer exceptional stopping power and don’t feel anywhere near as grabby or harsh as brakes of this type often can.

Despite all these elements, there are bits of the R8 that are starting to feel a bit old – there’s no central touchscreen but instead a large digital instrument cluster that controls all media functions. The graphics remain exceptional, but it’s not the easiest to use and we had several issues trying to connect our phone – a fairly basic requirement these days, even in a supercar.

There’s a slight issue with the R8 GT, and that’s the price – not that it’s stopped Audi from selling this special edition out. At almost £200,000, it’s into Ferrari and Lamborghini territory, and almost £65,000 more than a standard rear-wheel-drive R8.

Verdict

The R8 has been a remarkable achievement for Audi, and given it’s already earned itself ‘future classic’ status, this supercar is already going down as one of this German firm’s giants. The GT is every bit the ultimate iteration of this supercar – more raw, aggressive and visually exciting than anything it has done before, while still retaining that everyday usability.

The V10 engine is an utter masterpiece, and even though Audi will have plenty up its sleeve, the sheer enjoyment that the V10 brings is unlikely to ever be repeated in the future. There are elements where the R8 is showing its age, and in that sense, it probably is time for the supercar to retire while still on a high. But it can bow out in style, and with the accompaniment of that magical V10 on full chat as the curtains close.

Facts at a glance

Model: Audi R8 V10 GT RWD
Price: £198,573
Engine: 5.2-litre V10
Power: 612bhp
Torque: 565Nm
0-60mph: 3.2 seconds
Top speed: 199mph
Economy: 18.8mpg
Emissions: 340g/km

What is it?

Sports car manufacturers love creating lighter, more extreme special editions and charging for the privilege. Porsche and Lotus have been doing it for years, and now Alpine wants to do the same with the A110.

Alpine is a lesser-known firm, which was revived in 2018 as Renault’s sporty arm, and has gained quite a reputation for its light and agile A110. There have been numerous versions of this sports car that have led to the A110 R – the lightest, most aggressive and track-focused Alpine yet.

What’s new?

The R uses the A110 S as its base, adopting that car’s more powerful engine, and then has looked to shed weight. The standard car is hardly heavy, but thanks to a range of measures, Alpine’s managed to shave 34kg from it, while still retaining pleasant niceties like a touchscreen and climate control.

Some of the stand-out differences you’ll notice are its mismatched carbon wheels, which look different at the rear to the front – a proper racing car trait – as well as the bonnet and rear window section being replaced by carbon fibre. There are also manually adjustable coilovers, though as per factory settings, the A110 R sits lower and is stiffer than the standard car.

What’s under the bonnet?

One thing Alpine hasn’t changed with the A110 R is what it’s powered by, which is the same mid-mounted 1.8-litre turbocharged petrol engine as that in the A110 S and previous Renaultsport Megane hot hatches. Drive is sent to the rear wheels through a seven-speed dual-clutch automatic gearbox too – Alpine has never offered a manual option on the A110.

The 296bhp and 340Nm might seem fairly modest in this day and age, but it’s worth remembering the low weight here, and even still the A110 R can manage 0-60mph in 3.7 seconds (three tenths of a second less than the ‘S’) and head onto a top speed of 177mph. Thanks to the Alpine’s small engine and lightness, it’s also nowhere near as expensive to run as you might anticipate a sports car of this ilk to be – with a claimed fuel economy figure of 41.5mpg and 155g/km CO2 emissions.

What’s it like to drive?

From the moment you get into the one-piece Sabelt bucket seats and strap yourself in with the six-point race harnesses, you know the A110 R means business – almost excessively for a road car.

The low-speed ride is brittle but when you gather speed it becomes more compliant, almost impressively so for a car with such track focus. But the A110 R’s steering – like the standard car – is just exceptional. It’s super quick and direct – point and turn and it does just that. Few can make a car that’s as much fun down a British B-road as this.

The engine is perhaps not quite special enough for a £100,000 car, but the dual-clutch ‘box changes gears rapidly, and is accompanied by a more raucous sports exhaust system with 3D-printed elements that in the ‘Sport’ driving mode is childishly loud (in a good way) with an amass of pops and crackles as it downshifts.

How does it look?

The standard A110 is known for its clean, uncluttered lines, but the R is a far cry from that. It’s as if Renault did a deal with a carbon-fibre manufacturer to get as much of it on the car as possible – it’s used for the bonnet, roof, wheels, side skirts and splitters and even the rear glass is replaced by a carbon-fibre panel.

It might be a far cry from the standard A110, but it certainly looks purposeful, with the revised ‘swan-neck spoiler’ giving it the true look of a road-legal race car. Our test car also came painted in a cool ‘Matte Racing Blue’ finish, albeit for a rather steep £6,000.

What’s it like inside?

The key change inside compared to the ‘S’ are those single-piece Sabelt bucket seats. These alone save 5kg, and while they’re not the easiest to climb in and out of, they’re surprisingly comfortable once you’re in – even for several hours driving at a time. If you’re buying the A110 R to use on the road, the standard race harnesses are just a bit overkill, though, and the combination of being pinned to the seat and no rear window means visibility is quite compromised.

Microfibre adorns pretty much every possible inch of the interior, from the roof to the dashboard and steering wheel, while the painted matte blue finish of the top section of the doors looks superb too. The Alpine is compromised when it comes to luggage space, though, with a tiny boot area in the back and though there’s a box area under the bonnet, you’d struggle to fit even a small suitcase in.

What’s the spec like?

While we’ve talked a lot about carbon-fibre, which isn’t cheap, there are still plenty of everyday creature comforts in the A110 R. In this respect, it hasn’t been fully stripped out, with features like climate control, a Focal sound system and cruise control all included, along with a digital instrument cluster. The actual climate settings and main touchscreen are borrowed from an old Clio, however.

Admittedly this is a track special edition done properly – and all that carbon-fibre doesn’t come cheap, with the wheels alone rumoured to cost £8,000 – but at £96,990, the A110 R is fiercely expensive. Even more so when you consider the A110 S it’s based on is available for £30,000 less.

Verdict

The A110 R is unquestionably the most aggressive and purposeful version of the Alpine A110 yet. From its racing seats to its wild styling, it adds a different dimension to everything we’ve seen from this firm so far, while still retaining the on-road brilliance that the standard car is renowned for.

For anyone looking to take their car to the track, the A110 R is the version to go for. But for road use, the awkward racing harnesses and limited visibility might just prove more of an annoyance than a benefit. If you want the ultimate A110, the R is the one, but we reckon at £30,000 less for the A110 S, that is where our money would go.

Facts at a glance
Model: Alpine A110 R
Price: £96,990
Engine: 1.8-litre turbocharged petrol
Power: 296bhp
Torque: 340Nm
0-60mph: 3.7 seconds
Top speed: 177mph
Economy: 41.5mpg
Emissions: 155g/km

What is it?

Adventure bikes are riding high in terms of popularity, with bike manufacturers of all types building their own examples to tempt the growing number of people wanting to get their hands on one. Suzuki is no different and it’s this bike – the V-Strom 800DE – which is one of the firm’s latest adventure bikes to enter the fray.

Strikingly designed and equipped with an engine that we’ve already seen put to good use in Suzuki’s GSX-8S, the V-Strom 800DE could be an ideal gateway into the world of adventure motorcycling. But can it deliver? We’ve been testing it to find out.

What’s new?

The V-Strom 800DE is designed as an out-and-out adventure bike, which is why you’ll notice the high riding position, wide bars and upright screen which have been included to make this bike as comfortable as can be over long distances, be they on or off-road. Also included with this latest Suzuki are all manner of safety assistance technology and a standard-fit quickshifter for seamless gearchanges.

It’s all wrapped up in an eye-catching design, particularly when finished in the loud yellow paintwork of our test bike. If you’re after something a little more understated, however, fear not – standard grey and black shades are also available.

What’s it powered by?

As we’ve touched upon, you’ll find the same 776cc, parallel twin engine that powers the GSX-8S here in the V-Strom 800DE where it provides a similarly big impact. Peak power stands at 81bhp and there’s a chunky 78Nm of torque to rely on as well. Three on-road driving modes allow you to tweak the level of traction control, while a special ‘G’ mode is designed for off-road use and gives a little extra wheelspin to help when things are getting sticky.

As mentioned, a bi-directional quickshifter means you can swiftly change gears without using the clutch lever and will allow you to leave the throttle open on upshifts. A low rpm assistance system raises the idle speed of the engine to reduce the risk of stalling when you’re pulling away or travelling at slower speed – a handy feature for new riders.

What’s it like to ride?

The V-Strom 800DE is a tall bike but, thanks to a nicely ‘dropped in’ seat, you don’t feel too high up when you’re sitting in place. The bars are pretty wide, too, and if you’re new to adventure motorcycles then it might feel a bit intimidating. You can certainly feel the weight of the 800DE when you’re moving at slow speeds, too, but as you gather pace it all falls away and the V-Strom becomes reassuringly stable. At motorway speeds it’s remarkably composed, while the tall screen does a good job of taking much of the blast away from your chest – though it does direct it upwards and towards your head instead.

The engine is really flexible and has plenty of torque to offer. The standard quickshifter elevates the experience, too, and allows a better level of engagement when you’re cornering. Speaking of which, though it is a large bike the 800DE still feels nimble enough to turn sweeping bends into good fun. The suspension is well-judged, too, and it’s pleasing to discover that the V-Strom doesn’t dive under heavy braking, which is an affliction suffered by many softer-sprung adventure bikes.

How does it look?

We really like the look of the V-Strom 800DE. The bright colour scheme of our test bike was immediately eye-catching, but it’s the details – such as the contrast blue graphics – which really make this bike stand out. The gold rims really make this Suzuki feel special, too.

The V-Strom 800DE’s noticeable ‘beak’ at the front harks back to the famous DR Big dual-sport motorcycle from the mid-90s, while the slim, upright headlight gives the bike a taller, slightly narrower appearance. All tied together, it’s a bike with real presence.

What’s the spec like?

At £10,699, the Suzuki V-Strom 800DE does represent a lot of motorcycle for the money. Suzuki has taken a typically value-orientated approach with this adventure bike, particularly in a market which is awash with quite high price tags. You’re getting that quickshifter as standard, too, and this is a feature which is often quite a costly option on a lot of rival motorcycles.

A five-inch TFT screen comes included as standard, too. It’s packed with readouts and information which are clear to read, while a USB socket to the left-hand side means you can keep devices topped up when you’re on the move. All bikes get LED lighting as standard as well, so there’s no need to pay extra in order to get the best possible illumination system.

Verdict

Suzuki has produced a motorcycle capable of exploring the world in the V-Strom 800DE. It’s a bike which feels genuinely fun, yet still serious enough to deliver the kind of cornering and high-speed experience that you’d expect from a company with such pedigree in all things two-wheeled.

It’s also competitively priced and though some rivals do undercut it, the V-Strom 800DE does well to shine brightly thanks to its good levels of standard kit and true all-rounder ability.

What is it?

Triumph now has a wide range of what it calls ‘Modern Classics’. As the name suggests, they’re motorcycles which draw inspiration from the bikes of yesteryear but also use some of the latest technology and features to make them, well, a little easier to ride than the more historic models that they take their styling cues from.

And while a number use smaller capacity engines, bikes like this – the Scrambler 1200 XC – use a far larger engine for a reassuringly brisk amount of performance, all tied up in a bike designed to feel a bit more upright than some of the other models in Triumph’s range. We’ve been finding out what it’s like.

What’s new?

You’ve got two flavours of Scrambler 1200 to choose from. There’s the XC, which we have here, that brings a more on-road focus but could be kitted out with chunkier tyres and taken off-road without too much trouble. The more adventure-ready XE, meanwhile, comes with a few more trinkets as standard, such as Optimised Cornering ABS which can tweak the level of traction control depending on the riding conditions.

The XC, instead, gets a more conventional traction control setup with five different rider modes. How to tell the two apart? Well, the XE features a far higher seat height and standout gold front forks – though they only offer 50mm more travel than the ones fitted to the XC that we’re riding here.

What’s it powered by?

Regardless of which Scrambler you opt for here, you’re getting a silky-smooth 1,200cc eight-valve engine with 89bhp and 110Nm of torque. A six-speed manual gearbox comes as standard – and moves with typical Triumph sweetness – while alongside the standard-fit Showa front forks, you’re getting an Ohlins twin-spring setup at the rear. Twin 320mm discs with Brembo calipers take care of the stopping power up front and at the rear you’re getting a single disc setup, also from Brembo.

When it comes to seat height, the XC comes in at 840mm as standard, compared with 870mm on the XE. It’s quite a noticeable change and means that the XC is by far the better choice for shorter riders who want to feel a little more confident when getting their feet down.

What’s it like to ride?

With its wide bars and teardrop-shaped tank, the Scrambler 1200 XC isn’t as intimidating to ride as it might appear when stationary. You’ve got a nice upright view of the road ahead and it’s all very confidence-inspiring. Of course, with no wind protection up front you’re getting battered by the breeze at high speeds, but hunker down and the Scrambler is very happy on longer rides while the suspension does a superb job of ironing out the lumps and bumps. In the colder months, it’s quite pleasant to have the side-sweep exhausts by your right leg to provide a little extra warmth, though we reckon it could get quite toasty in summer.

Then there’s the engine. The 1,200cc unit is almost syrupy in its power delivery, providing deep wells of torque which make overtaking and quick bursts of acceleration a breeze. It might be nice to have a little extra character from the standard-fit exhaust, mind you, but we’re sure that this is something which could be solved with an aftermarket silencer.

How does it look?

Riders looking to make an attention-grabbing arrival will no doubt love the way the Scrambler 1200 XC looks. It’s got some real Hollywood star appeal – there’s a good reason why Triumph created a Steve McQueen special edition of the XE – and the Scrambler’s appearance in James Bond flick No Time To Die only helped to cement this.

Fortunately, the design is backed up by really nice materials and a robust finish to the build overall. Even the paint quality is spot-on, with our test bike’s green shade giving it a very classy, upmarket appearance.

What’s the spec like?

There’s plenty of equipment on the Scrambler 1200 XE. Prices start at £13,695 – so you’re definitely paying a premium for the overall look and feel – but you do get useful features such as keyless ignition and locking, which makes things easier when you’re already in your gloves. We did find that on occasions the key needed to be waggled nearer the bike to get it started, but that wasn’t too much of a hassle.

There’s a handy USB socket for keeping your phone or navigation system charged up while the TFT instruments are clear to view regardless of the time of day. We also like the main LED headlight which is nicely powerful and has a cool-looking daytime running light setup integrated into it.

Verdict

The Triumph Scrambler 1200 XE has it all. It’s good-looking, more than powerful enough and remarkably easy to ride. As we’ve found with a lot of Triumphs lately, it’s also beautifully put together with a generally upmarket sense of fit-and-finish which elevates this bike over the competition.

The Scrambler 1200 XE’s price might be a sticking point for some, but if that’s not too much of a concern then you’ll be rewarded with a motorcycle which feels genuinely special – both when it’s parked up and while you’re on the move.

What is it?

When Land Rover took the original Defender out of production, it left quite a gap. Fortunately, Jim Ratcliffe – billionaire CEO of chemicals firm Ineos – decided that this space couldn’t be left unplugged and set to work creating an off-roader that would deliver the same kind of rough-and-ready experience as the original Defender, but with a few more creature comforts and fewer rough edges. The result? The Grenadier.

It’s an uncompromising go-anywhere vehicle designed to give an option to drivers who want a car that’ll go here, there and everywhere while bringing a little extra charm than you might find in the current crop of largely road-focused SUVs. We’ve been testing it out to see what it’s like.

What’s new?

The Grenadier is a heady mix of old and new. Underneath, we’ve got a traditional ladder chassis to help with rigidity and outright assuredness off-road, while optional lockable differentials should ensure that it can drag itself out of the stickiest of situations. Sitting on top is a boxy body with a rough exterior that is designed to be fixed easily and quickly if things get damaged.

And despite its British-ness, the Grenadier isn’t a product of these shores; built in Hambach, France, using largely German components, it’s been co-developed by Austrian specialists Magna Steyr which counts the legendary Mercedes G-Class among its list of car-building accomplishments.

What’s under the bonnet?

Ineos hasn’t wasted time developing its own engines for the Grenadier, instead turning to BMW for two of its trusted powerplants. While a petrol version is available, we’ve been driving the diesel which, for many drivers, will be the go-to option thanks to its plentiful 550Nm of torque. You’ve got 248bhp, too, sent to all four wheels via a smooth-shifting ZF eight-speed gearbox – again, a trusted choice in the market.

Our Trialmaster-specification car rides on chunky BF Goodrich all-terrain tyres as standard, too, while differential locks front, middle and rear are equipped from the off on Grenadier, too. In terms of efficiency, Ineos claims 23.3mpg for the Grenadier while CO2 emissions of 310g/km are pretty high.

What’s it like to drive?

If you’re stepping out from a modern, road-focused SUV – or any other modern car, for that matter – then it’s quite the adjustment process driving the Grenadier. It uses a classic recirculating ball-hydraulic steering system which, at low speeds, is wayward and pretty loose.

Even turning into a junction or navigating a roundabout takes more concentration than you’d expect. It’s better with speed, however, and on the motorway the Grenadier bowls along nicely with a surprising lack of wind noise. The chunky tyres don’t generate too much roar, either, and the engine has a pleasantly robust noise to it.

But off-road, it all makes sense. This loose steering inspires a bit more confidence on the rough stuff – it has less tendency to ‘snap’ around like other modern power steering systems – while the short overhangs mean you’re never scared about clanging the front or rear when climbing or descending. We put the Grenadier through some pretty tough Welsh routes and it never faltered and, though we did lock the diffs on occasions to help out, it felt as though it could handle all of it without anything being engaged.

How does it look?

We think it’s pretty easy to see where the Grenadier’s design inspiration has come from. It has similar proportions and chunky dimensions to the original Defender and that means today it really stands out in the new car market. You can get it in a variety of specifications which slightly tweak it, too, but all versions get the same flat-panel appearance which did get the nod from various drivers of ‘original’ Defenders during our time with the Grenadier.

The one thing we would say is that this is a tall car, so entering or exiting it can be a bit of a task, particularly in a car without side steps like our test vehicle. We’d definitely add these if you want to make getting access to the car easier.

What’s it like inside?

There’s plenty of space to be afforded those inside the cabin of the Grenadier. Those sitting up front have a nice wide view of the road ahead, though the placement of the pedal box for the driver is slightly off-set with a large hump to the left meaning that there’s not an awful lot of room for your feet. However, unlike a classic Defender, there is plenty of room for your right arm, so there’s no need to drive with the window down for the whole time.

The fit and finish is good, though, and everything feels ruggedly put together. The slightly bewildering number of buttons does take getting used to initially, as does the lack of any kind of speedo ahead of you as a drive – it’s on the right-hand side of the main screen instead. We’d much rather have the speed ahead of us, really.

What’s the spec like?

Much of the Grenadier’s specification is there to make it as capable as possible off-road. There are extra ‘packs’ to add, too, with our test car’s Rough and Smooth packs adding the locking front and rear differentials, chunky off-road tyres and parking sensors, alongside puddle lamps and extra charging points for devices inside. The 12.3-inch main screen is the most high-tech feature you’re getting, but it works well and has smartphone mirroring services included. It’s controlled both by touch and also a rotary dial which are both intuitive ways of accessing the system.

But what about price? Well, if you just want the Grenadier as a load-carrying vehicle then the two-seater version will do the job, priced from £64,500. The Station Wagon, like our test vehicle, kicks off from £76,000 which is quite a lot of change, whichever way you look at it. Add some packs and extras and you could easily go past the £80,000 mark.

Verdict

It’s quite tricky to nail down the Grenadier. For one, you can’t fault the approach by Ineos to bring the best in the business on board, so all of this car’s fundamentals are sound. The engines, gearbox and off-road-handling are all top-notch, as is the car’s sense of character which is so often lost in most modern vehicles.

It would’ve been good to have slightly better on-road manners in the Grenadier, particularly when it comes to this car’s wayward steering. But if you’re after a car to rely upon – and have some great adventures with – then the Grenadier could well be the car for you.

Facts at a glance

• Model: Ineos Grenadier
• Price as tested: £78,729
• Powertrain: 3.0-litre twin-turbocharged diesel
• Power: 248bhp
• Torque: 550Nm
• Max speed: 99mph
• 0-60mph: 9.7 seconds
• MPG: 23.3
• Emissions: 310g/km