RE: Ferrari 488GTB: Driven

Friday 5th June 2015
Ferrari 488GTB: Driven
Embargo is off, story is live - PH review of the new Ferrari 488 GTB right here!

3,304 words; of the many impressive numbers relating to the newthis is the total frantically speed-typed into my laptop during the technical briefing the PR boss jokes is a precondition for being able to drive the car. This with significant periods staring, baffled, at graphs while wishing I'd listened more at school. Rather than doodling pictures of Ferraris.

'85 per cent' new compared with 458 apparently

And here's the thing. The 488 GTB is a car of astonishing technical complexity, the product of some incredibly impressive number crunching by some very clever people. Aimed directly at your inner child. The one that spent double maths daydreaming about driving bright red sports cars that make loads of noise and go really fast.

A diligent journalist would attempt to make sense of technical information he doesn't necessarily understand and pick out some statistics he thinks sound impressive for an audience probably not that interested anyway. Because, really, all we want to know is just how fast the 488 GTB? And does it make as good a noise as the 458 Italia? Before we get to that let's try for some stat-enhanced context though.

Fear of progress
Recent experience of the(you knew it was coming!) helps. 30-odd years ago nobody seemed threatened by the idea of two turbos and a downsized V8, the sheer outrageousness of the GTO's performance and the F40 it spawned the stuff of legend. Yet now forced induction is seen as a threat.

One graph worth looking at; check the torque 'curve'

Then there are the unapologetically aggressive looks, including that visual reference to the 288. Always in the eye of the beholder, there's no escaping that gaping double decked side vent, even when driving. Yes, there it is in the mirror!

458 facelift or all-new car then? It shares a roof and glasshouse with the outgoing car and the basic proportions are undeniably familiar, as is the cabin; weight is 10kg less at 1,370kg dry with undisclosed 'lightweight options'. Aero takes a significant step forward, a double-decker front splitter directing air over bigger radiators and to the underside where curved vortex generators send low-pressure air to the rear. In 'DRS' mode (indicated on the dash) a flap lowers on the underside to bypass the diffuser and reduce drag while 'base bleed' air ducted from the top half of the intakes exits beside the lights to reduce the drag created by the blown rear wing. Even door handles improve flow to the intercoolers. Overall downforce is increased by 50 per cent compared to a 458 with over 200kg at 125mph; aero efficiency shows comparable improvements.

Darling, did you boil wash my V8?

Facts and stats
The 100hp gain over the outgoing Italia is eye catching but it's the jump in torque from the 458's 398lb ft to 560lb ft you really need to digest. One reason it's two seconds faster than an Italia round Fiorano and half a second faster than a Speciale, despite weighing 80kg more than the latter and being on standard tyres. And the 8.3 seconds to 200km/h is 2.1 seconds faster than the 458 (and a token tenth quicker than a).

If these improvements weren't enough Ferrari even claims that in comparable situations on track you're only actually using 520 of the 458's 570hp. Whereas in the 488 you're always in the powerband and getting the full 670. Applying Maranello logic, the power gain is actually more like 150hp. Protesting too much in an attempt to marginalise the atmo engine die-hards? Perhaps. Certainly this inspired the focus on eradicating turbo lag, low inertia titanium-aluminium turbines spinning within ball bearing twin-scroll IHI turbos fed by paired, equal length headers for faster spool-up.

It's all about response. Predictably Ferrari has graphs to prove it, suggesting identical pick-up in third gear to the naturally-aspirated V8. Specific output has leapt from 127hp/litre to 172hp/litre too, a convenient 1hp/litre more than the 650S. But die-hards will notice the way the 488's engorged power curve plateaus from around 6,500rpm to the 8K redline while the 458's keeps climbing steadily all the way to the 9,000rpm cutout.

Cabin will be familiar to 458 owners

Touchy feely
Bringing us to sound and sensation. Frankly have flat-plane Ferrari V8s ever really sounded that good? Perhaps a couple of generations ago but the direct-injection 458's binary switch from thrummy low revs to 'look at me!' hysteria was always a little clumsy. Ferrari has worked hard on the noise but - correctly - harder still on replicating that snappy feel to the throttle those raised on 360s, 430s and 458s will know and love. At the very extremes the normally aspirated engines still have a more natural feel, the turbo motor fighting back with the sheer impact of its punch and an exotic range of whooshes and whistles on top of the ever-present blare.

The engine itself shares a block - if not much else - with that of the, that car's clever management of torque through the gears a dry run for the main event here in the 488. First to third use the same shallower torque curve, fourth, fifth and sixth progressively steeper and all capped to 516lb ft. Meaning you only get the full 560lb ft in seventh, not that you're ever left feeling short changed. This isn't just about avoiding destabilising torque spikes; it also allows Ferrari to stack the gear ratios nice and close to keep things feeling lively.

Cheer up Dan, you're driving a Ferrari!

And lively they most definitely feel. Unlike AMG and others Ferrari hasn't tried to hide the forced induction; the whooshes, gurgles and overwhelming rush of boost are clearly detectable. Inescapable in fact. But there is never a moment when the V8 feels caught off guard. On boost a McLaren feels similarly explosive. But by the time the 650S has spooled up the 488 will have several lengths on it. Or at least that's how it feels. And the way it picks up speed is never anything less than astonishing, to the extent you genuinely need to recalibrate braking points and turn-in speeds.

Fundamentalist
All of this would be naff-all use if you couldn't put it to the road. And here the 488 pairs fundamentally sound, 458-derived underpinnings (wheelbase and front track are the same, tyre sizes as per the Speciale) with next-gen electronics. So you get the familiar fast, hydraulically assisted steering with lovely weighting and response, strong, dependable brakes and brilliantly matched springs and active magneto rheological dampers. Now integrated into an updated version of the Speciale's Side Slip Control and working with the F1-Trac active diff and stability control, varying the damper forces front to back to counter under- and oversteer as required.

Fast on the track, devastating on the road

The beauty of having strong foundations is that the electronics only really need intervene at the extremes. Leaving you to marvel at the ability to dive into the corner and plant your foot safe in the knowledge as much of that 670hp as possible will fire you out the other side. Things can be made progressively more exciting with every twist of the Manettino, your confidence growing to the point you think Esc Off might be a fun way to really explore what the 488 can do.

Tread carefully though.

Fragile of self-confidence or lacking in driving talent? You're better off leaving it in Race and keeping Ferrari's entourage of ego-massaging support systems close at hand. Because left in a room alone with the 488 it suddenly becomes much, much scarier company.

Bespoke torque delivery for each gear is key

At nine tenths or even 9.9 the 488 feels utterly predictable and on your side; the beautifully direct steering, natural balance, faithful front end, lightning fast damping and snappy throttle response all flattering your inputs with just enough breathing space for some thinking time too. Dampers decoupled into 'bumpy road' with Sport or Race on the Manettino it's supple and agile, capable of deploying full bore acceleration over horrendous surfaces without so much as a shimmy. The damping is beautiful - lithe, responsive but totally in control - and the stability systems all quietly mop up after you. Like all Ferraris it makes ballistic pace feel easy, without forgetting the sensory stuff that makes it exciting too.

Special mention to the gearbox here; it's based on the same Getrag dual-clutch as the 458 but has been significantly reworked. It's now so much faster that if you hold the downshift paddle on corner approach the gearbox can downshift through four ratios in the same time it took the 458 to do three. It's still more fun clicking your way through them individually, savouring each snap of shift and flare of revs.

Things can get quite hairy quite quickly

"I am a driving god!"
It's therefore all too easy to kid yourself you've got the god-like skills to easily cope with 670hp and no driver aids. When, in reality, the 488 GTB with everything off will readily prove you mere mortal.

There isn't that scary sense of lingering boost as you back out of it like you'd have in old-school turbos. But if you've deliberately provoked the car you have to be aware the power comes on with increasing intensity. And it's harder to balance on the throttle as a result. Basically if you've pulled the pin you'd better be ready for the explosion to follow.

This is good though. This level of performance shouldn't be completely sanitised. It should bloody well be exciting. And though the whole package impresses it's the sheer giddy speed of the 488 that sticks with you long after you've hung up the keys.

Your move McLaren, 675LT had best be good...

'Facelift' or not this is a big moment for Ferrari, and for the cars the 488 GTB competes with. The first post-Montezemolo car, the first new-age turbo Berlinetta, another massive leap in performance and a pumping up of the visual aggression. Theflies the flag for the normally aspirated old-school, the 675LT will surely give it a proper run for its money on the tech and performance. But on this showing the Ferrari arguably beats Lamborghini on the emotive stuff and McLaren on the appliance of science. The bar has been set very, very high.

Through all this it doesn't forget its core objectives. Speed. Noise. Ability to distract from maths lessons. And most of all fun. Of all the f-words associated with this new Ferrari that's the one that counts.

FERRARI 488 GTB
Engine: 3,902cc V8, twin-turbo
Transmission: 7-speed dual-clutch auto, rear-wheel drive
Power (hp): 670@8,000rpm
Torque (lb ft): 560@3,000rpm
0-62mph: 3.0sec
Top speed: 209mph
Weight: 1,370kg (dry, with "lightweight options")
MPG: 24.8mpg (NEDC combined)
CO2: 260g/km
Price: £183,974 (with HELE)

Ford’s new Focus RS has arrived and is ready to take on the Audi RS3 and VW Golf R. It’s time to settle mega hatch argument!

There are two letters which above all others are guaranteed to get Ford fans excited: RS.

There are two letters which above all others are guaranteed to get Ford fans excited: RS. These letter stand for Rallye Sport, and since the 1970's, when it debuted on the Ford Escort RS1600, it's been kept back only for the hottest and most crazy cars produced by the brand.

The latest addition to the family is the new Focus RS. This go-faster family hatchback is the most powerful ever, thanks to a thumping 345bhp turbocharged 2.3-litre engine. It’s also the first RS since the rally-bred Escort RS Cosworth to feature a four-wheel-drive system, although this trick transmission has been designed to boost driver fun, not just to improve grip and traction.

Yet despite the incredible power and hi-tech hardware, the new Focus RS hasn’t forgotten its blue-collar roots. With a price that’s a whisker under £30,000, it promises plenty of performance per pound.

Here, it faces two fierce rivals. The Audi RS3was used as a benchmark by Ford’s engineers when developing the Focus, and its 362bhp looks good on paper. It also has plenty of upmarket appeal, albeit with a price to match.

The Volkswagen Golf Rdoesn’t shout nearly as loudly as its rivals here, plus it’s a little down on outright power. However, it’s competitively priced and is recognised as the handling benchmark for four-wheel-drive hot hatches. Until this point, at least.

So which of our heavy-hitting pocket rockets will land the knock-out punch? We hit the tortuous mountain roads above Barcelona in Spain to find out.

Head to head
Engines

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The Ford and VWborrow their engines from other models. So the 2.3-litre in the Focus is also used in the Mustang, but tweaks to the internals and turbo boost power to 345bhp. Under the Golf’s bonnet is a GTI engine, with power increased from 217bhp to 296bhp.

The Audi’s engine appeared in the old-shape TT RS, and also features in the RS Q3 crossover.

Design

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Ford has toned down the Focus’s styling in an attempt to rival the premium brands, but there are still plenty of RS cues, including the gaping grille and large tailgate spoiler. The Audi’s potential is equally obvious, but its additions aren’t as aggressive. By comparison, the Volkswagen is low key and could be confused with a cheaper R-Line model.

Gearboxes

The Golf comes with a choice of either a six-speed manual gearbox or a £1,415 twin-clutch DSG automatic. All RS3s feature Audi’s seven-speed twin-clutch S tronic, while the Focus is only offered with a six-speed manual – although Ford hasn’t ruled out introducing its PowerShift auto box to the RS at a later date.

Verdict
1st place: Ford Focus RS

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With its eye-catching price tag and blistering performance, the Focus RS is a fast Ford in the finest tradition. Yet it’s the car’s trick four-wheel-drive system and honed suspension that star, giving the Focus incredible agility and delivering more than enough driver involvement. It also looks and sounds the part. The only black marks are reserved for the small boot and firm low-speed ride.

2nd place: Volkswagen Golf R

Image 19 of 24

The Golf misses out by the narrowest of margins in this encounter. It’s faster than its power deficit would suggest and it attacks twisting back roads with incredible composure. It’s also the easiest car to live with day to day and has the most versatile interior. Yet it just lacks the excitement and involvement of the Focus – and in this class, that counts for a lot.

3rd place: Audi RS3

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If this test was based purely on engine sound and straight-line performance, then the Audi RS3 would carry off the spoils. It also benefits from having easily the best cabin here and comes with most standard equipment. However, its handling feels a little lead-footed in this company, and there’s no getting away from that hefty price tag.

Other options in this category
Honda Civic Type R

Price: £29,995 Engine: 2.0-litre 4cyl, 302bhp

Flagship Civic looks even wilder than the Ford, and was tuned at the hallowed Nürburgring race track in Germany. It also has a more practical cabin. But it’s neither as fast nor as fun as the Focus, while the boy racer styling won’t suit all.

Subaru WRX STI

Price: £28,995 Engine: 2.5-litre flat-four, 296bhp

With its rich motorsport pedigree and characterful flat-four engine, the WRX STi has plenty of appeal. It’s also cheaper than the Ford and packed with kit. It’s let down by its cheap-looking cabin and firm ride, but on the right road it’s a blast.

Figures Ford Focus RS Volkswagen Golf R Audi RS3 On-the-road price/total as tested £29,995/£32,900 £31,775/£38,685 £40,795/£51,185 Residual value (after 3yrs/30,000) £15,027/50.1% £16,873/53.1% £23,539/57.7% Depreciation £14,968 £14,902 £17,256 Annual tax liability std/higher rate £1,779/£3,557 £1,766/£3,533 £2,576/£5,152 Annual fuel cost (12k/20k miles) £2,474/£4,123 £2,280/£3,800 £2,600/£4,333 Ins. group/quote/road tax band/cost 40/£644/H/£205 34/£542/G/£180 40/£689/J/£265 Cost of 1st/2nd/3rd service TBC £287^^ £295/£394/£295 Length/wheelbase 4,390/2,648mm 4,276/2,630mm 4,343/2,631mm Height/width 1,472/1,823mm 1,436/1,799mm 1,411/1,800mm Engine 4cyl in-line/2,300cc 4cyl in-line/1,984cc 5cyl in-line/2,480cc Peak power 345/6,000 bhp/rpm 296/5,500 bhp/rpm 362/5,550 bhp/rpm Peak torque 440/2,000 Nm/rpm 380/1,800 Nm/rpm 465/1,625 Nm/rpm Transmission 6-spd manual/4wd 6-spd manual/4wd 7-spd auto/4wd Fuel tank capacity/spare wheel 62 litres/sealant 55 litres/space-saver 55 litres/sealant Boot capacity (seats up/down) 260/1,045 litres 343/1,233 litres 280/1,120 litres Kerbweight/payload/towing weight 1,547/478kg/N/A 1,476/484kg/N/A 1,520/500kg/N/A Turning circle 11.9 metres 10.9 metres 10.9 metres Basic warranty (miles)/recovery 3yrs (60,000)/1yr 3yrs (60,000)/1yr 3yrs (60,000)/3yrs Service intervals/UK dealers 10,000 miles/781 Variable/223 Variable/121 Driver Power manufacturer/dealer pos. 25th/26th 22nd/30th 13th/25th Euro NCAP: Adult/child/ped./stars 92/82/72/5 94/89/65/5 95/87/74/5 0-60/30-70mph 5.0/4.3 secs 5.6/4.6 secs 3.8/3.1 secs 30-50mph in 3rd/4th 2.4/3.0 secs 2.3/3.1 secs 2.2/3.1 secs 50-70mph in 5th/6th/7th 3.7/4.6 secs/N/A 4.1/5.1 secs/N/A 3.9/4.8/6.6 secs Top speed/rpm at 70mph 165mph/2,400rpm 155mph/2,700rpm 155mph/2,000rpm Braking 70-0/60-0/30-0mph 48.4/39.9/8.0m 48.1/32.1/9.1m 46.5/34.1/10.9m Noise levels outside/idle/30/70mph 65/48/65/73dB 60/43/59/67dB 63/45/63/71dB Auto Express econ (mpg/mpl)/range 24.7/5.4/337 miles 26.8/5.9/324 miles 23.5/5.2/284 miles Govt urban/extra-urban/combined 28.3/44.8/36.7mpg 30.1/47.9/39.8mpg 25.2/44.8/34.9mpg Govt urban/extra-urban/combined 6.2/9.9/8.1mpl 6.6/10.5/8.7mpl 5.5/9.9/7.7mpl Actual/claimed CO2/tax bracket 264/175g/km/30% 243/165g/km/28% 278/189g/km/32% Airbags/Isofix/park sensors/camera Six/y/£1,000*/£465* Seven/yes/yes/£165 Seven/yes/yes/£275 Auto box/launch control/cruise ctrl No/yes/£1,000* £1,415/no/yes Yes/no/£255 Climate control/leather/heated seats Yes/part/no Yes/£1,720/£275 Yes/yes/yes Metallic paint/xenon lights/AEB^ £525/yes/£200 £545/yes/yes £550/no/no Sat-nav/USB/DAB radio/Bluetooth £465*/yes/yes/yes £765/yes/yes/yes Yes/yes/yes/yes

RE: Ferrari FF: Review

Sunday 8th March 2015
Ferrari FF: Review
Big, red and it carries lots of people - if Ferrari made buses they'd look like the FF
Early in your time in a Ferrari FF you may find yourself thinking "you know what, for a car with 660hp it doesn't actually feel that quick." There's a simple reason for this.

Early in your time in a Ferrari FF you may find yourself thinking "you know what, for a car with 660hp it doesn't actually feel that quick." There's a simple reason for this. Namely that even at part throttle or revs it sounds and feels pretty damned rapid. But 660hp rapid?

Beauty AND the beast in looks and manners

Simply it's not a lack of pace. It's a lack of opportunity, chances to explore the truly exciting bits of the rev counter so fleeting given the numbers on the adjacent speedo you'd be entirely forgiven for thinking it wasn't actually that fast. And then a quirk of fate sees you heading out onto a foggy, slippery track. And even in the murk, even on winter tyres and even not being able to see far beyond the end of that ludicrously long bonnet the truth is revealed.

This is an extraordinarily rapid motor vehicle and, perhaps in its own way, the most entertaining car in the current Ferrari range.

Quirk of fate
Eccentricity is a quality rarely found in mainstream brands. And, yes, we'd include Ferraris in that bracket, all things relative.

You know what you're getting with a V8 Berlinetta of course; a yelpy engine, an expertly contrived sense of knife-edge thrills and the ability to convince even the most cack-handed that they're but one step away from the offer of a Scuderia seat. Add to this street presence to inspire a thousand camera phones and you're set. OK, so they're really hoping to capture the moment you punt the car into a piece of Knightsbridge street furniture but, hey, live the dream.

Turbos are coming they say ... shame

A front-engined V12 is, meanwhile, the relatively refined and mature alternative. A tradition the F12 seems to have followed admirably, up to the point it revealed itself to be one of the more crazed supercars of recent times. Either way, both templates have lineages stretching back decades and clearly defined roles in Maranello's product range.

Leaving the FF.

Wacky baccy
Like the 612 Scaglietti before it, the FF is a fascinating glimpse of what Ferrari is capable of when it decides to cut loose and get creative. And creative it most definitely is, from its inventive part-time four-wheel drive system to its four-seater shooting brake packaging. Credit due too - the temptation to build some manner of SUV, crossover or Aston Rapide style four-door coupe must have been considerable. But no.

Incriminating evidence viewable by passenger

Chris Harris's selfless sacrifice at the altar of Ferrari's finance division brought us extended insight into life with an FF, the speed with which he used up his self-imposed mileage limit testament to how much he enjoyed it. So why a return to the PH pages for this car, given we've also tested its 'shooting brake' pretensions with an extended roadtrip testing ability to carry firearms and fishing tackle .

Well, Ferrari offered us the key. And given a turbocharged replacement for the magnificent 6.3-litre V12 is pending we thought we'd better enjoy the normally aspirated goodness while we still can.

Final fling
And enjoy it we did. As Harris found out, the FF has the ability to be, simultaneously, both an event car and something that somehow seems an entirely sensible proposition for everyday use. Which, for a £312K (as tested) V12 Ferrari with dimensions to make your average aircraft carrier blush is some achievement.

You'll never want to get out...

It takes a while for the engine to catch having pressed the big red button but the sound of the V12 spinning on its starter motor gives a delicious sense of anticipation for what's to come. And the moment it actually fires is pure automotive theatre.

How Ferrari will make the turbocharged replacement for this engine prick the hairs on your neck in the same way remains to be seen, the way it goes from low-rev gruffness through buttery smooth mid-range and onto soaring, operatic (sorry, had to be said...) top end is just pure magic. That there's no configurable nonsense to go through to achieve this is refreshing too. At the national limit and with the bumpy road setting selected on the dampers you can cruise with the Manettino in Sport in total comfort and composure, engine and wind noise admirably contained and the world a peaceful and relaxing place. To bring the noise and double the indicated speed in mere seconds requires little more than extension of your right foot. And a hearty sense of denial.

It's a big old bus on track but still jaw dropping

Which brings us back to that greasy, foggy test track. Where the ability to double, or even treble, speed limits in the blink of an eye is innocent fun, not cause for an extended prison sentence. And, yes, the digital speedo on the lap video was reading mph, not km/h...

On track - as on the road - it feels like a big old bus. And the odd disconnection of being seated a long way back from a darty, pointy front end takes some getting used to. On winter Sottozeros the FF will punish over ambitious approach speeds by pushing on. But a lift reveals hot-hatch like playfulness to tuck back into line, or you can just moderate your turn-in accordingly. And from there the integrated transaxle gearbox/E-Diff will bleed out any understeer into a neatly contained four-wheel drift. And, as you start dialling in the corrective lock and pondering just how much space is required to gather up an FF on the lock stops, the Power Transfer Unit on the front of the engine wakes up the 4RM system to send some drive torque to the front wheels. Making you look like a complete hero, when all you in fact did was point it in the intended direction of travel and mash the throttle. And it does this with everything switched off too, without feeling dumbed down or like you're being artificially flattered by the technology.

Guns, golf clubs, bikes - it'll do lifestyle alright

By removing any mechanical connection between the front and rear axles and making the front drive entirely on demand Ferrari has a cake and eat it combination of uncorrupted steering feel on turn-in and face-saving traction on the way out. Managing torque split and wheel speeds between two entirely separate transmissions and traction control systems is a boggling concept but one achieved with real panache. It's a trick hybrid sports cars from the BMW i8 to 918 Spyder and new NSX mimic electronically of course. But the FF does it mechanically with a sodding great V12. Which is, evidently, way cooler.

And it does all this with room for the family, the shopping and the sporting lifestyle accoutrements of your choosing. It is, possibly, the perfect car. Better than that it seems there are plenty knocking about in the classifieds too, some bearing the scars of some pretty hearty depreciation.

Rude not to really.

FERRARI FF
Engine: 6,262cc V12
Transmission: 7-speed transaxle dual clutch rear-wheel drive plus independent part-time 4RM front axle drive system
Power (hp): 660@8,000rpm
Torque (lb ft): 504@6,000rpm
0-62mph: 3.7sec
Top speed: 209mph
Weight: 1,790kg dry (1,880kg 'kerbweight' for European market version)
MPG: 18.3mpg (NEDC combined with optional HELE package - see below)
CO2: 360g/km (with optional HELE package - see below)
Price: £227,142 before options (£312,743 as tested comprising "Scuderia Ferrari" shields £990; Rosso Corsa brake calipers £864; 20-inch dark painted forged wheel rim £3,552; sports exhaust £432; rear view mirrors cluster dark painted £432; panoramic glass roof £10,560; black rev counter £0; carbon fibre driver zone + LEDs steering wheel £4,434; dashboard inserts in carbon fibre £4,272; carbon fibre central zone £2,400; carbon fibre central tunnel £1,920; exterior sill kick in carbon fibre £1,110; charcoal Alcantara upholstery for upper zone £1,134; charcoal alcantara door panel armrest £732; 'Colour upon request' for Alcantara parcel shelf - charcoal £306; ventilated full electric seats £2,112; 'Colour upon request' for contrasting stitching £348; embroidered prancing horse on headrests £1,248; charcoal leather and Alcantara interior trim £2,592; charcoal Alcantara carpet £1,824; Alcantara boot carpet £816; HELE - High Emotion Low Emission £960; AFS - front lighting system £1,248; privacy rear windows £2,640; front and rear suspension lift system £3,564; front parking camera with Dual View £1,920; Hi Fi premium system £3,552; TV tuner £1,152; rear seat entertainment £3,168; passenger display £2,400; boot storage nets £366; exterior in Rosso 2007 F1 £19,130*; rear spoiler painted 'Nero' £3,020*; stitching on upper dashboard 'Nero' £402*
Total retail price)

*Factory fit ExtraCampionaro Options

Track photos and details: Anthony Fraser

All the details on Volkswagen's second-gen 2016 Tiguan, priced from around £22,500 and available to order now

The long-awaited new VW Tiguan SUV has finally arrived, and order books have now opened in the UK.

SUV has finally arrived, and order books have now opened in the UK. The Nissan Qashqairivals' range kicks off from around £22,500, and deliveries will commence this summer.

That entry level price will likely get you a 124bhp 1.4 TSI petrol engine, but you can't order that until at least May. Volkswagen will launch the car in three 'waves', with customers only able to place their order for 2.0-litre turbo petrol and diesel engine variants for now.

For now, the cheapest you can buy is the 2.0 TDI diesel with 148bhp in S spec and with front-wheel drive. That costs from £25,530, and comes with standard safety kit such as Front Assist, City Emergency Braking and Pedestrian Monitoring. It's capable of 0-62mph in 9.3 seconds and emits 125g/km of CO2.

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It can also be ordered with 4MOTION all-wheel drive for an extra £1,600, although CO2 emissions go up by 21g/km. The option of a seven-speed DSG gearbox brings that to £28,730.

SE spec starts from £27,290, with SE Nav, SEL and flagship R-Line completing the range. Also available to order now is the 178bhp 2.0 TSI petrol with 4MOTION and a seven-speed DSG gearbox, from £21,115 in SE trim.

The 114bhp 1.6-litre diesel and 1.4 TSI petrols will reduce that entry point - although it's not clear which will arrive in the second 'wave' in at the start of May, or the final wave on June 2nd.

Revealed at last year's Frankfurt Motor Show, the new Tiguan gets a sharp new look - influenced by the latest Golfand Passat- plus more space and more efficient engines, including a GTE plug-in hybrid capable of 149mpg and CO2 emissions of just 42g/km.

It sits on VW’s MQB platform architecture, which is quickly being rolled out across the VW Group’s latest models. This means the new Tiguan is 60mm longer than the outgoing car, but it’s also 33mm lower, giving it a more purposeful, squat appearance.

We were given the chance to have a proper poke around the car in a studio near Wolfsburg, Germany, guided by product marketer for compact cars, Thomas Treptow.

As is always the case for new Volkswagenmodels, the design is more of an evolution than revolution, but the new model has plenty of sharp lines, creases and neat details like LED daytime running lights, larger alloy wheel designs (now up to 20-inch) and deeper front air intakes on higher-spec models.

“The first impression is that this car looks more premium than its predecessor. But it doesn’t lose its core DNA of being compact, dynamic and strong,” Treptow told us.

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The redesigned exterior is fairly conventional in look, with a front and rear-end design inspired by the latest Passat and a chunkier overall profile, thanks to enlarged wheels and the increased size. VW will offer an ‘off-road’ version, with shorter front and rear overhangs and improved approach and departure angles. It won’t get Jeep-style off-road tyres or any extensive underbody protection, though.

The Tiguan’s growth spurt pays dividends inside, where 29mm of extra rear knee room is claimed and the boot increases to 615-litres - 145 litres more than previously. That shoots up to a full 1,655 litres with the seats folded flat. The interior design is, much like the exterior, almost a spitting image of what you'll find in the current Passat and Golf.

“The dimensions of the MQB platform has allowed us to be more compact in the dynamic shape of the car, but in the functional way it is the same - or even better than the previous car”, Treptow told us. “There’s about 10mm more rear headroom.”

Up front, it’s a totally different beast to the outgoing car. Quality has been turned up to 11, with the new Tiguan more than matching cars like the Mercedes GLAand new BMW X1. In fact, it sets a new class benchmark, with VW’s Active Info Display lifted almost unchanged from the new Audi TTand A4. It feels just as slick and easy to use, and come in addition to a large central touchscreen with navigation and media expected on all models.

Image 21 of 36

Treptow told us to expect updates later down the line to include wireless phone charging and the progressive steering from the the VW Golf GTI.

Engines include the VW Group’s familiar 114bhp 1.6 and more powerful 2.0-litre four-cylinder diesel units, with the latter available with single or twin turbos with 148bhp, 178bhp and 217bhp respectively. A pair of 1.4 and 2.0-litre turbocharged petrols are also available, with the option of front of four-wheel drive. The more powerful diesel 4x4s will offer towing capacities of up to 2,500kg.

Alongside this VW is looking at the feasibility of a GTE plug-in hybrid version of the Tiguan. A version was shown at Frankfurt, using the same powertrain as the Passat GTE, it blends a 154bhp 1.4-litre turbocharged petrol engine with an electric motor to give a total of 215bhp.

“This is still under investigation,” Treptow told Auto Express.

However, the concept version promised a claimed combined figure of 149mpg, CO2 emissions of 42g/km, and an all-electric range of 30 miles. Emissions as low as that would ensure (under current legislation) that the GTE would be free from road tax and exempt from the London Congestion Charge. It’d also qualify for the £5,000 Government grant for Plug-in and pure electric cars.

Image 6 of 36

Later in 2016, Volkswagen is set to preview a larger Tiguan SUV, designed primarily for China and the US, with a third row of seats in the boot.

“The sub-segment SUV is growing all over the world. We will build up a family around the Tiguan.

“This is the start for the second-generation Tiguan,” he said. “But it is also the start of a new generation of SUVs from Volkswagen. We will start next year in other markets with a longer Tiguan for the American market. It’s planned for Europe as well.”

Treptow told us there would be more information on a Tiguan XL towards the end of 2016. We asked if VW would go smaller as well, in an attempt at toppling models like the market-dominating Nissan Jukeand popular Renault Captur, and Treptow responded by saying: “Yes, for sure.

“We’re investigating that, and it’s also no secret to say we’re having a deeper look into the segment and also at the competitors as well.”

Can the new Tiguan improve VW's standing in the compact SUV sector? Give us your thoughts in the comments section below...

NY could require drivers to submit cellphones after crashes

New York is considering legislation that would compel drivers to hand over cellphones for forensic analysis following car accidents.

Aimed at discouraging distracted driving and collecting evidence, the bill would allow police to quickly determine if cellphones may have been a contributing factor in collisions. Officers would be using technology developed by Israeli tech firm Cellebrite, according to an Ars Technica report.

The proposal raises concerns over violations of the Fourth Amendment, which protects citizens against unreasonable searches and seizures. Proponents claim Cellebrite's tool "completely avoids drivers' personal data" and is equivalent to an alcohol breathalzyer.

"I have often heard there is no such thing as a breathalyzer for distracted driving--so we created one," said Ben Lieberman, co-founder of Distracted Operators Risk Casualties (DORCs).

DORCs worked with New York State Senator Terrence Murphy and Assembly Assistant Speaker Feliz Ortiz to draft the legislation. The organization believes distracted driving is to blame for an increase in car crashes, though the most recent statistics are not yet final and no researchers have proven such a link.

"With our current laws, we're not getting accurate information because the issue is not being addressed at the heart of the problem--with the people causing the collisions," Lieberman added.

It is unclear how Cellebrite's technology will be able to determine if the driver had been texting, talking or using mobile apps, all without accessing any content. The draft legislation ( PDF) also avoids the subject of locked or encrypted devices, as drivers would not be required to provide their password or PIN. It is unlikely that any forensic tool would be capable of bypassing such protections for all devices.

Drivers who decline to hand over their cellphone would receive a temporary license suspension, consistent with 'implied consent' laws regarding breathalyzer refusal.

The bill must first pass through the committee stage before it is scheduled to receive formal votes.

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Toyota to launch world's largest connect car program in MI

Toyota is transforming Ann Arbor into the world's largest, real-world test-bed of connect cars and infrastructure with a new initiative.

Toyota is transforming Ann Arbor into the world's largest, real-world test-bed of connect cars and infrastructure with a new initiative. The news comes just days after Toyota outlined plans to establish its third Research Institute facilityin Ann Arbor.

Working in partnership with University of Michigan Transportation Research Institute (UMTRI), Toyota plans to deploy a total of 5,000 vehicles on the streets of Ann Arbor. Those vehicles will be equipped with advanced vehicle-to-vehicle and vehicle-to-infrastructure equipment that will allow them to communicate with similarly equipped cars or objects, such as traffic signals. Part of the Ann Arbor Connected Vehicle Test Environment (AACVTE), Toyota says the project will be the "world's largest operational real-world deployment of connected vehicles and infrastructure."

"Ann Arbor is an international hub for connected vehicle technology and research, and it has everything to do with the community. Toyota is again demonstrating their commitment to the community by their investment in the recently announced TRI, and by encouraging employees to participate in cutting edge research," said James R. Sayer, director, UMTRI.

Toyota is inviting UMTRI team members and their families to participate in the project. Those volunteers will have their vehicles equipped with a small transmitter box and two external antennas. That device will continually transmit speed and position data to surrounding vehicles and infrastructure during their daily driving routines. Although each vehicle will have a unique identifier, Toyota promises that all data will be treated confidentially.

Toyota hasn't stated when vehicle-to-vehicle or vehicle-to-infrastructure technology might be ready for production, but it will likely play into the automaker's autonomous vehicle plans.

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VW to slash executive bonuses?

Volkswagen is reportedly preparing to slash executive bonuses as it continues to deal with the emissions cheating scandal.

The automaker already ousted several top executives after the Environmental Protection Agency first went public with its accusations. Current top executives have not been accused of wrongdoing.

"In light of the company's current situation, an example must be set on the matter of executive compensation," the board decided, according to an unnamed source cited by Reuters .

The report points out that VW's top executives received the equivalent of $80 million USD in total compensation for 2014, significantly higher than German rival Daimler.

The debacle is expected to cost the company tens of billions of dollars in refit costs, criminal penalties and lawsuit payouts. A specific figure will remain unclear until a US recall program is finalized and government agencies move forward with settlement agreements.

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RE: Ferrari 458 Spider: Review

Thursday 22nd January 2015
Ferrari 458 Spider: Review
So, where's your money going - Maranello or Woking?

So, where's your money going - Maranello or Woking? Ferrari vs McLaren continues...

We tried. With a loan forlong in the diary and the offer of a McLaren 650S Spider around the same time we sniffed a chance to have the two in at the same time and do a bit of a cheeky head to head. We couldn't quite pull it off though. So here's a head to head of sorts, just separated in the actual driving by a couple of weeks.

Prancing horses on your headrests? £720 extra...

Close enough for the Ferrari to be fresh in our minds on driving the McLaren though and close enough to compare how these ostensibly very similar cars differ more significantly from an emotional perspective.

For all the supposed differences, both companies have reached a remarkably consistent answer to the question of making a convertible mid-engined supercar. They've even settled on the same name. So like the McLaren the 458 Spider retracts its multi-piece targa-style roof panel behind a flat rear deck to leave two free-standing buttresses reminiscent of F1 airboxes. And, again likewise, you've got the appealing halfway house option of keeping the roof up but retracting the rear screen for coupe looks but a dose of Spider soundtrack. In both cases the weight penalty for the topless option is modest too - 40kg for the McLaren and 50kg for the Ferrari.

But we know all that already. Question is, can a 'cooking' 458 Spider still feel special in this age of?

Course it can.

Roof up or down it's a stunning looking machine

Non speciale
Any Ferrari is about showing off, the Spider is just completely unashamed about it. Why fight it? And from beginning to end this car is entirely devoted to making you feel good about yourself. Short of offering you a happy ending at the conclusion of each drive its sole purpose is to bolster your self esteem and ego almost to the extent of parody.

Fundamentally it's a really, really good car too. From the second bum hits seat it feels sorted in every respect - the driving position is low-slung and perfect, the seat firm and supportive, the cockpit stylish and driver focused. Some bizarre ergonomics and over-complicated double sided infotainment controls are about the one remaining 'character feature' but forget tales of doubled over Italian driving positions, offset pedals and poor visibility. Genuinely, it has an air of daily usability to match a 911 or R8 without any dilution of the drama or glamour you'd expect of a Ferrari. Seems churlish at this point to mention pricing but, if you fancy a giggle, check out the options prices below. Like the colour? £15,360 to you sir.

Like the colour? That's £15,360 extra please

Setting that aside it is, as you'd hope, spectacular to drive. Much has been said of the darty steering of modern Ferraris but though light and pointy at least the front end is consistent and predictable, unlike the oddly mushy and synthetic Lamborghini Huracan. It's quick and easy around town but still precise and positive when pushing on and, like the rest of the car, fills you with confidence about the integrity of the whole package. So what if its structure is sufficiently compromised roof down to send surprising levels of wobble through the steering column? Listen to it!

Points not ban
Special mention for the transmission too, which slurs and purrs its way around town like a torque converter auto yet delivers whip-crack shifts from the paddles with just enough of a jolt to set your pulse racing as you progress to Race on the Manettino and rev it out to 9,000rpm. Do this in anything beyond second gear and you'll be well beyond 'points not ban' territory on most UK roads but such is the sheer visceral thrill it's hard to resist. Especially for the effect it has on passengers.

And after all, isn't that what it should all be about? If an open top Ferrari can't provoke screams offrom its occupants there's something wrong with the world but, unspeciale or not, the 458 Spider nails its primary objectives.

Sit here and you feel like a hero - job done

The biggest of which is to make you look like a complete hero. And here's just the hint of a problem with the 458. It makes absolutely no demands of you as a driver, reinforces your sense of entitlement and invincibility and, unchecked, could quickly let arrogance take charge. Philosophical complaints perhaps but, at a more objective level, the competence of the thing is such that without some very serious numbers on the dials it's just all too easy. Even when you do reach the limits the balance and calibration of the controls is such that a slip-road slide is so easily caught and contained - the rotation so perfectly matched with the corrective lock - it's hard to escape the feeling you've been gifted deity levels of driver ability purely by sitting behind a prancing horse. Which is, of course, the Ferrari dream.

Criticising a car for being too good seems odd but your choices with the Spider are either taking massive liberties or opting for a more theatrical style involving lots of attention seeking gearshifts and unnecessarily high revs. Fun in itself, if unlikely to endear you to onlookers.

So. Woking or Maranello? The 458 has always been the more emotive choice, removal of the roof only bolstering the more charismatic attraction of the Ferrari's fabulous normally aspirated engine. And yet, as a driving tool, it seems the 650S survives the loss of its roof with more of its dynamic ability intact, weighs at least 60kg less and achieves the Top Trumps feat of being a genuine 200mph-plus car where the Ferrari tops out just shy of that figure. Numbers though. Ultimately the choice is still going to be an emotional one based on brand loyalties and image. What a dilemma to have, eh?

FERRARI 458 SPIDER
Engine: 4,499cc V8
Transmission: 7-speed dual-clutch auto, rear-wheel drive
Power (hp): 570@9,000rpm
Torque (lb ft): 398@6,000rpm
0-62mph: 3.4 sec
Top speed: 199mph
Weight: 1,430kg (dry and fitted with optional forged wheels and 'racing' seats)
MPG: 23.9 (NEDC combined)
CO2: 275g/km
Price: £198,971 (Before options; £244,025 as tested comprising AFS lights £1,239.60, Grigio Silverstone brake calipers £879.60, cruise control £655.20, leather lower zone upholstery £723.60, 'Sabbia' colour matched central tunnel £465.60, 'Daytona style' seats £2,376, front axle lift £2,894.40, prancing horse logos in headrests £720, sport exhaust £432, leather inner grilles £207.60, HELE High Emotion Low Emission £984, iPod integration £579.60, Scuderia shields £1,012.80, sat-nav £2,169.60, rear parking camera £2,274, parking sensors £1,447, Bordeaux seat piping £570, full electric seats £4,030.80, Sabbia leather headlining £672, premium hi-fi system £3,410, Bordeaux colour matched stitching £296.40, tyre pressure warning system £930, Sabbia colour matched trim for upper section of cabin £723.60 and Rosso Maranello ExtraCampionaro paint £15,360)

RE: Ferrari 250 GT Tour de France: Driven

Tuesday 2nd September 2014
Ferrari 250 GT Tour de France: Driven
Harris gets a drive in a very special Ferrari; it's not exactly a disappointment
In the closing stages of last year's Mille Miglia I followed the most beautiful 250MM at speed, in fading light.

I followed the most beautiful 250MM at speed, in fading light. Its slim hips and four weeny exhaust tips wouldn't have appealed to me before that convoy, but 100 miles of ludicrous speed altered my feelings towards these long-distance specials. They have something of the Bonneville speed specials about them: low drag and low slung.

Even by 50s Ferrari standards it's a stunner

And now I'm standing behind another narrow rump, a similar shape, with the four distinctive cigar diameter exhausts, and this one might be even prettier than the MM. My knowledge of these older Ferraris isn't too bad, but when Max Girado of RM auctions dropped me a line asking if I wanted a little pootle in a 250 Tour de France that was going to feature aton September 8, I thought I knew what it would look like. Largely because a car of the same description overtook me several times in the Fordwater Trophy, driven by one M Girado!

Same but different
But this car looks nothing like that one - and while I'm walking around this simply stunning machine - to my eyes more beautiful than the car I thought it was going to be - Max saunters in and casually gives me the layman's guide to the three different versions of the 250 TdF. You'd like Max, he really knows his stuff and, for a bloke who marshals auctions at which cars are increasingly a form of stationary currency, he likes them when they're driven. Preferably with him at the wheel.

Lots of cylinders, lots of carbs, lots of grinning

So what is this 250 TdF? It's the first run of cars that were really just called 250 GT Berlinettas, but inherited the TdF soubriquet because of their success on the French endurance event. This is the eighth of nine chassis built in 1956 and a week later my lower jaw has yet to fully return to its correct position. In the flesh this car has a hypnotic effect on me - the styling is as unusual as the baby blue paintwork. It has the air of some special sculpted by an Italian coachworker, maybe a hint of Zagato.

To give you the full history of the car I'd need to copy RM's description, so this being the internet,to the RM web page showing what it is and what it did.

We huddle around the TdF and coo at the details for way, way too long - then decide to head off for a drive. I don't think I've driven a £5m Ferrari on the road before.

There so much stationary theatre about this car, simply climbing onboard, instinctively allowing the palms of your hands to brush around the delicate wooden steering wheel rim and then grabbing a fist full of that tall chrome gear lever. The key sits high on the dashboard with a far neater solution than all those modern non-keys: you pop it into the barrel and simply push it in. With a small amount of throttle, the 3.0-litre V12 fires easily, then you push the clutch, engage first gear and roll forwards - noting the perfectly Italian driving position. I can just about reach the wheel, but my contorted knees foul the wheel. And I'm not a tall man.

Quirky assymetric seating all about the driver

Monkey business
The controls are heavy and deliberate at low speed - this is clearly a car that wants to be up around 100mph, flowing down Route Nationales, switching between third and fourth gears. The ride is firm and steering is slow enough to warrant serious shoulder exercise. The view forwards is just magnificent too - surely these 50s Ferraris have the most beautiful clock faces of all time? That mechanical rev counter needle hunts around and you can't quite believe that a V12 of this vintage really revs to 7,000rpm. Max, riding shotgun, confirms that "six should do for today."

If you could justify the value of a car by the way people respond to it, the TdF is probably worth twice the estimate. People don't just smile, they point, shriek, wave, fling their arms about and then flutter around it. Truly, it's one of the prettiest cars I've ever seen, let alone driven. One notable quirk is the asymmetrical seating designs - a low-back bucket for the driver, high-back conventional seat, plus headrest, for the passenger.

But popularity isn't the key to value in the world of old cars - access is, and this car really does offer a passport to every event. It is eligible for the Mille Miglia, the Le Mans Classic, Goodwood - pretty much every notable race meeting and endurance classic would want this car on its entry list. There are not many machines that qualify for such access.

Well it's not red, for starters

VIP pass
We wobble around rural Surrey for a bit, shoot a few video clips in that most British of setting, Tilford cricket pitch, grab a snack in the Barley Mow and then head back to base. I'm getting more confident with the gearchange and the concept that it's a car which only really comes alive when you're pushing it - because it takes that effort to reveal the car's sense of connection. It feels nippy today, so in 1956, on a damp road in the middle of a French night, it must have felt like an uncontrollable missile.

Key to its appeal for me though is that it isn't just another red, shark-faced Fandango. It has a style and silhouette unlike any other Maranello product I've encountered, and yet it still feels suffused with all that heritage and history. It goes under the hammer on Monday September 8 in London town. I would consider bidding, but I'd need to sell my AX GT to afford it, and can't bear to let it go.

Photos: James Mann, courtesy of

Bugatti Veyron faces recalls for three defects

The Veyron's massive 8.0-liter is no fuel sipper, devouring a gallon of gasoline every seven miles in the city.

Bugatti has issued several recall campaigns for the Veyron, resolving separate issues involving battery terminals, inaccurate fuel readings and jacking plates.

Signs of trouble with the fuel gauge system surfaced seven years ago when a car ran out of fuel on its final test drive following production, despite the fuel gauge showing around eight gallons left. Bugatti opted to internally resolve the issue in 2010, rather than recalling affected vehicles. The recall timeline suggests owners also ran out of fuel in the field, and the situation is now being handled as a safety defect.

The Veyron's massive 8.0-liter is no fuel sipper, devouring a gallon of gasoline every seven miles in the city. Driving at top speed will empty the entire tank in less than 15 minutes.

"The inaccurate gauge may cause a driver to unexpectedly run out of fuel and the vehicle to stall, increasing the risk of a crash," the documents warn.

The company will also replace the alternator and battery positive cable, which is prone to corrode and potentially catch fire. This issue was also spotted years ago, first emerging in 2006.

The third campaign is related to aluminum jacking plates that can separate from the aluminum monocoque chassis and pose a safety concern for other motorists on the road.

"If these jacking plates separate from the vehicle while driving, they may be a road hazard, potentially striking another vehicle, and increasing the risk of a crash," the documents note.

Automakers are required to notify the National Highway Traffic Safety Administration of potential defects in a timely manner. It is unclear if Bugatti will face scrutiny for its decisions to wait so long -- a decade in one case -- before launching recall campaigns.

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The new VW Tiguan goes on sale in the summer, but can it beat the Nissan Qashqai, Mazda CX-5 and BMW X1 on paper?

The new Volkswagen Tiguan is due to hit showrooms in the summer, and first impressions suggest that the second generation car will be a move upmarket from the Mk1 Tiguan that was released back in 2007.

The car, which was revealed at September's Frankfurt Motor Showand will form the basis of a new family of SUVs from VW, has a look that's influenced by the Passatand has more space and greener engines.

However, the Tiguan will now compete with an even wider range of rivals – spanning everything from the big-selling Nissan Qashqaito the plush and premium BMW X1. What we want to know is; how does it compare to the opposition?

VW Tiguan vs Nissan Qashqai vs Mazda CX-5 vs BMW X1

While we’ll have to wait until next summer to see how it actually drives, it’s off to a good start on paper. The headline-grabbing figure is boot space. It has a huge 615-litre load area, trouncing all of its closest rivals. With the rear seats folded flat, volume is the best in class as well, at 1,655 litres – pipping the Mazda CX-5by 35 litres.

Image 2 of 6

Interior space is hard to compare until we’ve got all four side-by-side, but as VW claims an additional 10mm of headroom and 29mm extra knee room over the outgoing model, the new Tiguan should be more comfortable for rear passengers.

Elsewhere, estimated 65mpg economy is on a par with the Qashqai and CX-5, but falls slightly short of the frugal front-wheel-drive X1. It’s the same story on CO2 emissions – the VW is expected to be £10 more expensive to tax annually.

In terms of list price, it’s harder to compare the cars like-for-like. The Qashqai is the cheapest – even in well equipped n-tec spec – while an entry-level CX-5 SE-L Nav only costs £15 more. You’re not likely to find big differences in company car tax, either, as all four models are within two bands.

VW quotes a 0-62mph time of around 9.5 seconds, which is only quicker than the 1.6-litre Qashqai here. Still, it hopes to beat the CX-5 and X1 when it comes to driver involvement.

It's still hard to tell if the Tiguan will have the edge over its rivals, but we've rounded up all the spec sheets below.

Image 3 of 6

The Mk2 VW Tiguan is bigger, better and smarter than its predecessor. When it goes on sale in the summer it will boast a class-leading interior, featuring VW's Active Info Display - lifted directly from the new Audi TTand A4- and the potential for wireless phone charging.

Model: Volkswagen Tiguan SE TDI 150 Price: From £27,000 (est) Engine: 2.0 4cyl diesel, 148bhp Transmission: Six-speed manual, front-wheel drive 0-62mph: 9.5 seconds (est) Top speed: 130mph (est) Economy: 65mpg (est) CO2: Sub-120g/km Boot space: 615/1,655 litres

Image 4 of 6

The Qashqai serves up a high quality driving experience with low noise levels and ride comfort emerging as clear strengths. The handling isn’t the sharpest in the class, but most owners won’t be too put out by that.

Model: Nissan Qashqai n-tec 1.6 dCi Price: From £24,980 Engine: 1.6 4cyl diesel, 128bhp Transmission: Six-speed manual, front-wheel drive 0-62mph: 9.9 seconds Top speed: 118mph Economy: 64.2mpg CO2: 115g/km Boot space: 430/1,585 litres

Image 5 of 6

A decent blend of sharp handling, top-notch quality and low running costs give the Mazdaa place near the top of the SUV tree. A light 2015 facelift gave top-spec models new headlights and a revised grille, making it more than a match for its rivals.

Model: Mazda CX-5 2.2 SE-L Nav Price: From £24,995 Engine: 2.2 4cyl diesel, 148bhp Transmission: Six-speed manual, front-wheel drive 0-62mph: 9.2 seconds Top speed: 126mph Economy: 61.4mpg CO2: 119g/km Boot space: 503/1,620 litres

Image 6 of 6

The latest BMW X1 was released last year and was a leap forward in style and handling. It's fairly expensive when compared to its rivals, but it's well equipped and has better economy figures than most on the market.

Model: BMW X1 sDrive18d Sport Price: From £28,280 Engine: 2.0 4cyl diesel, 148bhp Transmission: Six-speed manual, front-wheel drive 0-62mph: 9.2 seconds Top speed: 127mph Economy: 68.9mpg CO2: 109g/km Boot space: 505/1,550 litres

Do you think the new VW Tiguan will have the edge over its rivals? Let us know in the comments section below...

Ford now taking applications from prospective GT buyers

Those buyers lucky enough to be hand picked by Ford will then work with the newly minted Ford GT Concierge Service.

Ford has officially begun taking orders for its all-new GTsuper car.

As you might expected, buying a GT isn't exactly the same process as strolling down to your local dealer to buy a Mustang GT. Rather than an open order book, Ford is actually taking applications from those interested in buying the GT. Ford will review those applications before deciding which customers are worthy of GT ownership.

Those buyers lucky enough to be hand picked by Ford will then work with the newly minted Ford GT Concierge Service. Through the the Ford GT Concierge Service buyers will be able to tailor their super car to their specific tastes.

"The purchase process for the Ford GT is as unique as our all-new supercar," said Henry Ford III, global marketing manager, Ford Performance. "We understand GT customers are strong ambassadors for Ford Motor Company, and we look forward to providing them a service as distinct as the car itself."

The current application process covers the first two years of GT production -- 500 units in total. Ford has not said if it will change the ordering process for the GT after the first two model years, or if there are any plans to boost production beyond 250 units per year. Exact pricing has not been announced, but Ford says the GT will carry an MSRP in the mid-$400,000 range.

Those without a spare half-million burning a hole in their pocket can still design their dream GT in the virtual world. Ford's online GT configurator is now live and offers window shoppers the ability to design their very own GT, right down to wheel and stripe colors.

Live images by Brian Williams.

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Volkswagen planning a Tiguan-based SUV boom with a stretched 7-seater and a sleek coupe SUV set for debuts

Volkswagen is preparing to build on the arrival of the new Tiguan compact SUV by offering “a whole family” of models carrying the name - starting with a larger seven-seat edition but also including a five-door coupe that will rival the Range Rover Evoque .

The new Tiguan is due on sale in April; it’s the first VW Group SUV to sit on the MQB chassis architecture - the same set of components that underpins everything from the Mk7 Golfto the Skoda Octavia. The Tiguan’s version of MQB, known internally as A2, will support the forthcoming Seat Ateca and the next generation of the Skoda Yetiand Audi Q3.

Image 7 of 8

However, speaking at VW’s winter driving launch of the Tiguan, VW’s compact cars boss Dr Jochen Böhle revealed that the firm intends to expand its SUV line-up dramatically - and that a more style-focused, coupe-esque version of the new 4x4 is on the cards. “We have plans for a whole Tiguan family over the next two to three years,” he said.

VW recently registered several names beginning with the letter T - its chosen ‘house style’ for SUVs - including Teracor, Tribe, Trillium and Terasun. However, Böhle insisted that the variants on the Tiguan would continue to use that model’s badge. “It is almost like a brand in itself, Tiguan, and our product and sales teams believe it will support more than one car,” he said.

VW Tiguan XL spy shots

Image 3 of 8

The first extension of the Tiguan brand will be literally that: a longer, seven-seat version of the car, with a 110mm longer wheelbase and a larger rear overhang. It’s likely to be called Tiguan XL and will be built in China and Mexico.

We've already seen spy shots of the extended Tiguan testing under a Passat Estatebody shell. Look closely at the pictures and you'll see the wheelarches are swollen to accomodate the wider track and under the back end and you can spot a pumped-up rear axle likely to be accomodating the Tiguan XL's four-wheel drive system. Our exclusive image shows how the production version could look.

VW UK is said to be studying the car closely although there are no plans at present to manufacture it in Europe, and exchange rates could make it prohibitively expensive. The XL will sit on a longer version of the A2 platform, with precisely the same wheelbase as Skoda’s forthcoming seven-seat SUV, the Kodiak.

Coupe SUV to join the Tiguan family

Böhle confirmed, though, that VW is also pushing ahead with a five-door coupe version of the Tiguan that will give the firm a rival for the Evoque and Mazda’s forthcoming coupe version of the CX-5, as previewed by the Koeruconcept. “It is a very exciting car, the coupe,” he said. “Dr Diess [new VW brand chairman Herbert Diess] is very strong behind this model, and it’s looking fantastic.”

The Tiguan coupe will share a wheelbase with the regular SUV, but it’s unlikely to get that car’s option of a lower, ‘on-road’ trim or an ‘off-road’ spec that allows more extreme approach and departure angles. “That’s in discussion, but I think our marketing and sales team believe it would be more road-focused,” said Böhle.

No production sites have been agreed for the coupe, which was not part of the intended line-up when planning for the new Tiguan started in 2011. However, Böhle  confirmed that as a ‘global’ model, the coupé would almost certainly have a factory line in Europe. “It could be Wolfsburg,” he said, “but perhaps it could end up at [Seat factory] Martorell.”

Volkswagen also has plans for a number of smaller SUVs, including a production version of the Golf-sized T-Roc and a Polo-based rival for the Nissan Juke, likely to be called T-Cross.

Would you be interested in a seven-seater VW Tiguan or a sleek coupe version? Let us know below...

RE: Ferrari California T: Review

Tuesday 3rd June 2014
Ferrari California T: Review
Ferrari's GT has gained two turbos and some much needed style.

Ferrari's GT has gained two turbos and some much needed style. Harris delivers the verdict

Not one but two Ferrari launches in the space of two months, eh? Those Italians must be paying me even more money now. Although thedid leave me with something of a conundrum because in theory I viewed it as the launch of an engine. For those of you asleep at the wheel, this is Ferrari's first turbocharged motor since the, and it will form the basis of the engine in thereplacement. In many ways it signals the death of the normally aspirated performance car engine, because if Ferrari feels it has to switch to forced induction, you can assume pretty much everyone else will have to follow suit. Assuming they haven't done so already, which most of them have.

Let the F-Type discussion start again!

But what about the rest of the car? Before the, I needed persuading of thepossessing any redeeming qualities - it truly was the worst car I drove in 2009 - but I thought the facelift was actually very good. And when a company can renew a gopping, whale-mouthed monstrosity like the original California into the T, I always reserve the vague hope that the same might be possible with the vehicle dynamics. The original California had the body control of a inexpertly set jelly.

So I went along ostensibly to experience this new dawn of Modenese turbocharging, but also with a lingering hope that Ferrari's SL rival might have become a proper Ferrari. Oh, did I mention that Ferrari has sold more than 10,000 Californias, making it the most popular production Fandango of all time? Proof, as in the case of National Socialism, that popularity is a poor denominator of quality.

Let's begin with the engine. Ferrari began the process of replacing the current naturally aspirated V8 back in 2008, spending much time and cash trying to create a turbocharged motor that would replicate the response, sound and free-revving nature if its atmospheric engines. Witchcraft, in other words.

There are two seats squeezed back there

The result is a 3,855cc V8, running 9.5:1 compression and two twin-scroll turbos. Nothing especially new there, and the turbos sit snugly on the sides of the motor, unlike BMW's clever positioning within the vee for reduced pipework length and therefore improved response.

There's some real trickery in the actual header and exhaust pipes though - they're all of equal length, to a tolerance of a few mm, and the turbine is sandwiched between three special castings that are then connected and bolted to the engine. It doesn't look cheap. But then again, there's nothing revolutionary here.

That comes in the engine calibration work. This motor is clearly capable of producing more torque than the rear axle can handle, but Ferrari has seen its best chance to replicate the feel of increased power and performance as the revs increase. We're now accustomed to people limiting the torque of these new turbo motors in the lower gears, but Ferrari has gone a step further and mapped each gear with its own individual torque curve. When you ask the team how long it took, they instinctively look into the double espresso to their right. Especially when you consider how connected the powertrain is to the complicated electronic differential and stability control systems.

Turbo trickery pays dividends on the road

So this really is some trickery - artificially limiting the performance available in lower gears to give the sensation of needing to rev the motor out above 6,000rpm to enjoy peak power. It sounds a bit contrived because they've actually shaped the torque curve of every point in every gear to give the feeling they're looking for. The conundrum came in the higher gears, where they've chosen to let the turbines properly breathe, leaving the car with potentially similar roll-on acceleration in several gears.

To give the sensation of really hanging onto a gear, the ratios are much longer than before, with sixth now matching the old seventh, of course there's now enough torque to support such legs and the mapping allows surge to build as per a normally aspirated engine. The California T is just one great confidence trick, which had some of my colleagues in something of a froth, but if the results on the road make for a great drive, and the throttle response is good and the noise is proper Ferrari, I don't really see the problem.

There are other benefits. This motor is very compact with the crankshaft 110mm lower within the overall depth of the engine compared to the old N/A unit, and it sits lower too, the cumulative effect being a 30mm reduction is the centre of gravity of the motor. That's quite a lot. The claimed efficiency gains are 15 per cent in overall consumption, now up to 26.9mpg. I firmly believe that people who buy these cars don't care so much about consumption as they do range. The tank remains 78 litres and the test drivers say 300 miles between fills is about right.

Soft dampers and Sport on Manettino is just right

Moving away from the engine, the T carries a comprehensive list of modifications. Every body panel apart from the roof mechanism (which is carried over) is new. Spring rates are up, the adjustable dampers are new, the carbon ceramics are the latest spec, as are all the chassis electronics. Quite a big change to be summarised with the letter 'T'. Mind you, last time Ferrari added the Tango moniker it moved a V8 transversely in the back of a Mondial, which probably wasn't the work of a single afternoon. T must denote 'tossing hard graft'.

Is this new motor the work of the devil? It's quieter on start-up, certainly. The exhaust parps, but less than in the old car and far less ostentatiously than in a 458, but it immediately sounds like a flat-plane V8 and that's all good for me. As I've said many times, all this start-up racket is too much for me, and this car's supposed to be a more refined GT anyway.

Pull the right lever to grab first and you roll away with minimum fuss. One day soon I might stop marveling at the way these dual clutch transmissions have revolutionised slow progress in the fast cars, but for now I'm still in awe: 560hp and it's really no more difficult to drive than a piddling hatchback. But that's what everyone expects these days. The market assumes the sales explosion at the very top end of the market is down to increased global wealth, but is it also partly attributable to ease-of-use? Ergo, is the DSG, DCT a notable part of the sales funnel? For going fast and slow, this is a masterful transmission - right up there with the.

557lb ft, but only in certain gears

I digress, and we mooch out onto some Tuscan roads with the all important 'bumpy road' button pressed for soft damping. But with the little Manettino switched to Sport for faster throttle and gearbox response, the soft damper mode is actually harder than in the comfort Manettino mode. But not as hard as full Sport damping. Capiche? Me neither.

Five minutes later, assuming like me you have a good working knowledge of the old California, you'll be pretty amazed by what they've done here. The chassis is miles better than before. Set to soft, the dampers are supple and good up to around eight tenths, whereupon the car loses some dignity and begins to lurch a little and kiss the suspension stops - but for me that's about right in an SL rival. In the stiffer mode, you lose a good deal of the comfort and gain support at higher speeds, but you really do have to be driving like a loon to find those limits. I left it in bumpy road mode.

Can you tell the car is turbocharged? Yes, but only if you demand absolutely immediate throttle response in an almost unnatural, repetitive manner. It feels linear, is receptive to very small alterations in throttle position and the mapping strategy just works. Initially I was unsure because the car felt a little lacking in mid-range in second gear, but then I switched all the chassis gubbins off and had a glimpse into what the next generation of fast RWD cars will be like. Because in the Cali T, torque has been mapped not only for subjective feel, but to match available traction. It feels entirely natural as the rear begins to move around a little and much more delicate and therefore easier to balance than, say, anwhich just dumps most of its torque into tyre smoke.

Not Harris driving. It's straight, for a start

And the noise is just fine. I say just fine becauseI've never been that into the Ferrari V8 noise - search beneath the fancy exhaust valves and it's more four-cylinder than V8. So the starting point for me is quite ordinary, and adding blowers doesn't do much damage. It's a little quieter than before, but boss-man Felisa admits that the company's GT cars probably need to be a little less raucous because the customers find them a touch noisy. Expect a more subtle sounding FF sometime soon - I'm in favour.

The longer gearing and controlled torque-release really works in second and third because you feel like you can hang on to a gear and let it rev out to 7,500rpm - although peak power is actually at around 6,000rpm. The charade is exposed when you snick up into fourth at low revs and push the right pedal because subjectively the thing feels just as potent as it did in third. Likewise in fifth as yet more torque is allowed to work. You can either view this as unholy and evil; or an engine that can play fast, revvy and responsive in the lower gears and then pull like a monster in higher gears with little effort. In this car, it works brilliantly.

'God, I could quite like living with one'

But how will it work in a car like a 458? You'll miss the razor-throttle much more. The high gear torque will seem more unnatural, and the noise will be much more of an issue. But you just get the feeling that this first turbo experiment is a stepping stone and the engineers will deliver a further step for the new mid-engined car. There are rumours of 4 litres and, in testing, power figures reaching 750hp. Expect less for production, purely to give the more expensive V12 cars a chance.

Back to the Cali - the faster steering is still aloof, but not as much of a problem as I'd expected. Roof down, there's more buffeting than in an SL, but it's still a great cruiser and the cabin is covered in very expensive former cow. The two rear seats are now standard because so few people opted for the rear bench last time. The roof goes up and down, not much more to say about it than that.

So I went to sample perhaps the most important shift in Ferrari powertrain philosophy in the company's history, and came away not remotely worried about the future. But I pre-judged the California as being the same non-Ferrari as its predecessor and was quite wrong. If I couldn't stand the last one, taking into account the fact that I now really like the way it looks, it's now a properly fast car (0-125 in 11.2sec) and can play the cruiser when you want, it's the best facelift I've encountered. It even has a couple of spots in the back for the school run, knees-on-chest. God, I could quite like living with one.

FERRARI CALIFORNIA T
Engine: 3,855cc V8 twin-turbo
Transmission: 7-speed dual-clutch auto, rear-wheel drive
Power (hp): 560@7,500rpm
Torque (lb ft): 557@4,750rpm (in 7th gear)
0-62mph: 3.6sec
Top speed: 196mph
Weight: 1,625kg (dry 'with lightweight optional equipment')
MPG: 26.9mpg (NEDC combined)
CO2: 250g/km
Price: £154,490

MINI developing four-door sedan?

The fifth member of the MINI lineup might be a sedan, a new report finds.

The four-door sedan could revive the heritage-laced Riley nameplate. The idea of a MINI-badged sedan is controversial today, but executives believe that launching a three-box model will help the BMW-owned brand sell more cars in key markets like China and North America, where the demand for small hatchbacks like the Hardtop is low at best.

The MINI Riley will ride on the same front-wheel drive UKL platform as the Hardtop, the Clubman, as well as BMW's 2 Series and X1, among others. It will allegedlystretch roughly 170 inches from bumper to bumper, and it will use the same three- and four-cylinder engines as other members of the MINI lineup. Front-wheel drive will come standard, and all-wheel drive will be offered at an extra cost.

When we can expect to see the MINI Riley is anyone's guess at this point. However, MINI made the promise to launch five core models in 2014, so we wouldn't be surprised to see the fifth car previewed by a thinly-veiled concept in the next year or so.

What's in a name?
Founded in 1890 as a bicycle manufacturer, Riley was an England-based car maker whose products were gradually diluted by the British Motor Corporation (BMC) until it shut down in 1969. The Riley Elf (pictured in our gallery) was essentially a more luxurious version of the original Austin Mini whose three-box design cleared up much-needed cargo space. The Elf was built primarily for its home market from 1961 to 1969.

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RE: Ford Shelby Mustang GT350: Driven

Monday 28th September 2015
Ford Shelby Mustang GT350: Driven
An American performance car that doesn't need any excuses.

An American performance car that doesn't need any excuses. Yes, really

For all the honest charm that standard versions of the Mustang have possessed for most of the last 50 years it's fair to say that tuned versions have often missed the point like broken pencils. They've had more power and more speed, but have almost always been without the dynamic talents necessary to take on the proper sports cars they find themselves priced against; all brawn and no brain.

The last-generationwas perhaps the best example of this. On paper it looked like the definitive muscle car, with a 650hp supercharged V8 and a top speed claimed to be north of 200mph. In reality it was a huge, crude lump of a thing - imprecise, harsh, permanently battling for traction, and with barely more chance of reaching that alleged double ton than a Reliant Robin towing a parachute up an Alpine pass.

Which is my way of explaining that I categorically don't think theis a good car because it's a tweaked Mustang, more despite the fact it's a tweaked Mustang.

The wait is over!

Back to the new school
The GT350 is the Ford-developed performance iteration of the new Mustang, not to be confused with theyou can also buy. It will be sold in the US and certain other territories, but not Europe. Which, after being lucky enough to drive one around its Michigan homeland, I can report that we should be treating as a serious disappointment.

This is far more than a set of stripes and an ECU turned up to 11. Indeed, Ford seems to have taken to heart most of the criticism levelled at the GT500, and the 350 is a car that's been designed to be driven hard rather than deliver some arbitrary numbers. It's fractionally lighter than the standard Mustang, and considerably faster thanks to an effectively all-new flat-plane V8 engine.

Yes, this shares its block with the 5.0-litre unit in the, but has been given a full organ transplant with the new crankshaft and some trick friction reduction turning it from a slugger into a top end screamer. With a red line set at 8,250rpm this is, by our reckoning, the highest revving engine that's ever been fitted to a production Ford.

There's no doubting how different it is from the moment you fire it up. The regular GT V8 starts with the sort of bubba-bubba idle that's been the soundtrack for American performance since the year dot; the GT350 has a far busier idle note - bababababababa - that makes it sound like it should be sitting in a pit garage. Even with the switchable exhaust left in its standard mode it's loud. Switch to 'Sport' using the steering wheel button and it's already bordering on being anti-social before you've driven anywhere.

Predictably enough the V8 is epic

Plain cranky
Not that the GT350 is an undriveable special. For all its been designed for regular track use (especially the GT350R variant, more on which in due course) it remains happy to do everything you'd expect from a standard Mustang; from trundling down a drive through lane to challenging a Camaro to an impromptu stop light drag race. The clutch pedal feels slightly heavier than the standard GT, and although the 350 has switched to a Tremec six-speed gearbox (which weights slightly less than the standard Getrag) the shift action for the six-speed box feels pretty much identical. The engine is tractable at lower speeds although without much torque. It starts to pull hard around 3,500rpm and from then on it just gets better, and louder.

Indeed there's enough sound and fury going on by around the 6,500rpm mark - where the standard Mustang GT calls time - that you have to resist the urge to change up. You need to - it pulls with increasing vigour all the way to 7,500rpm at which peak power arrives and, while it tails off slightly beyond that, the 8,250rpm limiter will be useful for holding gears longer on track. A nice touch is the repurposing of the dash-mounted LEDs that basic Mustangs use as part of their collision warning system, and which are turned into ultra-bright shift-up lights.

You want it to be good? It is. Really good

The real deal
Yet for all the appeal of the charismatic new engine it's the suspension revisions that have done most to transform the GT350 into a proper performance car; one that doesn't need any of the usual "for a Mustang" provisos. It's much more agile and responsive than the standard car, grippier and far more composed, doing a superior job of dealing with rougher roads despite riding on firmer suspension. Switchable dampers are part of the optional $6,500 'Track Pack', which was fitted to the car I drove, but even in their firmer Sport setting these are not too harsh. Tyres are bespoke Michelin Pilot Super Sports, and although the basic electric power steering system is the same as the standard Mustang, unique tuning and revised front suspension geometry give more direct responses and noticeably crisper feel.

It takes a few miles to realise what the combination of a high-revving naturally aspirated V8 and a properly sorted chassis is reminding me so strongly of. Don't laugh, but it's the E92 BMW M3. Granted, the GT350 doesn't possess quite the same level of Teutonic finesse, but it has a similarly well-judged balance between engine and chassis, with the relative lack of low-down torque meaning it can be driven hard with the stability control system either switched to its more permissive Track mode, or even sent to the kennel, without worrying about unscripted sideways moments. Of course, if you do want to make things turn smokey, the GT350 is equally happy to oblige.

Time with GT350R limited, sadly

Brakes are equally impressive, with Brembo calipers gripping vast vented discs that use aluminium 'hat' sections in the centre to reduce weight. They work extremely well and - having been designed for track use - it's unsurprising that there was no hint of fade under hard road driving. The cabin has also been shorn of some of the standard car's gimmicks, including the mildly irritating 'Ground Speed' legend on the speedometer. There's not much standard kit unless you specify the $7,500 Technology pack - stripped out special and all that - but it's a comfortable enough place to spend time. The only real criticism is with the spread of the gear ratios, with the engine turning at just 2,000rpm at an indicated 70mph in sixth gear. Good for economy, but not really suited to the engine's lack of low-down torque; it would have made more sense to close everything up.

Say R?
I also got to drive the harder-cored, although only on road rather than the track environment it's really designed for. The R is another $13,500 on the GT350, losing rear seats and around 60kg of weight through various lightweight parts, including carbon fibre wheels . It rides on super sticky Pilot Sport Cup tyres and gets an even firmer suspension set-up, has the switchable dampers as standard and even boasts a carbonfibre rear wing that's claimed to deliver positive downforce.

Imagine a UK track day in this!

On a circuit I'd bet that it's epic, but having exclusively driven it on some of Michigan's cambered, cresty back roads I have to say that I preferred the GT350...

Mustang savvy
We probably shouldn't even mention prices when it comes to reviewing US models in the US. It's a cruel tease, even if they did cross the Atlantic the asking would always end up being vastly more than anything close to a direct translation. But, for the record, the GT350's $49,995 is £32,800 at current exchange rates. In the 'States a BMW M4 is $66,395 unoptioned, and by contrast the Mustang looks like an outrageous performance bargain.

Perhaps more realistic perspective comes from considering the Mustang V8 GT's $33,000 base price in the US. That's not too much of a supplement for what is undoubtedly the best handling Mustang that Ford has ever built. Now we just need to persuade them to bring it over here.

Watch the video.

FORD SHELBY MUSTANG GT350R
Engine : 5,163cc V8
Transmission : Six-speed manual, rear-wheel drive
Power (hp): 526@7,500rpm
Torque (lb ft): 429@4,750rpm
0-62mph: N/A
Top speed : N/A
Weight : 1,658kg (GT350: 1,705kg)
MPG : 16 (EPA-estimated)
CO2 : N/A
Price : $63,495 (GT350 $49,995)

RE: Ford Mustang Ecoboost Convertible: Driven

Monday 18th May 2015
Ford Mustang Ecoboost Convertible: Driven
So can a Mustang really work as a Mustang with four cylinders and without a roof?

Thank goodness the manual has remained. With an automatic gearbox this Mustang 'vert would have a perfect score on the anti-PH spec bingo - four cylinders, no roof and very reserved Magnetic Grey paint. What's a muscle car without a lairy colour?

Anyway, with both the four-cylinder and convertible models expected to make up a significant portion of sales in the UK, it only seemed right to test that as well. Can the endearing Mustang charm oftransfer to a four-cylinder drop-top?

In a word, no. Unequivocally not. Perhaps that view is tainted somewhat by having driven the V8 first but it's hard to come away from the Ecoboost and not feel significantly disappointed.

And this is not some power-crazed PH perspective where anything under 350hp is too feeble for our powerfully-built frames. It's simply not that exciting, which is odd given a related engine feels a perfect fit for the Focus ST. The numbers are there, and some impromptu tests with a V8 reveal it's not that far behind on the road, but it's simply not a pleasant engine to use. The sound is diesel-esque and plain, but so is the power delivery - torque is plentiful but it noticeably tightens further up the rev range, to the point where you short shift and rely on the turbo's urge to push the Mustang along at a reasonable pace. At least the gearbox itself is pleasant, short and precise like the V8's with less of the brawn. But where that car will have entertained by the second gearchange there's no such enjoyment from the four-cylinder. It was inevitable to a degree, but certainly not expected by this margin.

Wobble board
Unfortunately the bad news continues for this particular Mustang because it certainly doesn't set a new benchmark for convertible dynamics. Even on smooth German roads the structural rigidity can often be found wanting, the car shimmying and wobbling over imperfections at normal speeds. If the coupe is anything to go by then this car is surely a massive improvement on previous Mustangs, but it's some way off the best at the moment.

There's more, too. Sorry. The appeal of the V8 fastback is clear as it's the Mustang the purists want, the true muscle car and, encouragingly enough, the most popular in the UK pre-order lists. Over here, without many boulevards to cruise or Sweet 16 birthday presents to buy, where does that leave the Ecoboost convertible? Those with a 4 Series or A5 cabriolet at the moment probably won't be considering the Mustang as a replacement, and it's patently not sporty enough to rival a TT.

Hopefully the Ecoboost engine finds a more natural home in the fastback Mustang. Let's also pray for some improvement before a version of that engine makes it to the Focus RS as well. For now the Ecoboost cabriolet feels the most American of the new Mustangs and that isn't intended as a compliment. It certainly looks good but beyond that it's rather left wanting.

FORD MUSTANG ECOBOOST CONVERTIBLE
Engine: 2,300cc 4cy turbo
Transmission: 6-speed manual, rear-wheel drive, limited-slip differential
Power (hp): 316@5,500rpm
Torque (lb ft): 317@3,000rpm
0-62mph: 6.0 seconds
Top speed: 145mph (limited)
MPG: 34.4 (NEDC combined)
CO2: 184g/km
Price: £33,000

RE: Ford Focus ST facelift: Driven

Tuesday 10th February 2015
Ford Focus ST facelift: Driven
Matt takes the long way home in the revised Focus ST; is it still the everyday hero?

The mid-life facelift. Such an easy task in principle and yet one that has caught out even the best. The simple aim is to address the flaws of the original while retaining the features that made it a success, assuming it was a car of merit in the first place, of course.

What's a road trip without a drive-thru?

The Ford Focus ST was a car ripe for a successful facelift, update, revision, overhaul or whatever you wish to call it. There was an awful lot to like about the first: engaging, playful dynamics, a brawny 2.0-litre turbo, estate practicality if you fancied plus an appealingly low entry price.

However, there were a few things that detracted from the overall package. It was hardly the prettiest hatch around, the infotainment system was unfathomable and it did like to torque steer. We're all for a bit of involvement but occasionally the old ST could feel a little wayward and unruly.

Hold on tight
Despite this, we were big fans of our ST wagon long-termer at PH and keen to see if the facelift had improved the car further. Ergo when the offer from Ford came to drive a car back from the Barcelona launch there was no hesitation in accepting.

"Do you need another pass? Oh good"

The plan was simple, as the best ones always are. Photographer Tom and I would fly out on Friday, set off very early on Saturday to explore northern Spain, stay in Millau Saturday night and slog up the autoroute on Sunday. The reality was, er, nearly there.

Turns out Tom is not a morning person. Really not a morning person. When the first McDonald's wasn't open on Saturday the situation looked bleak. When he started playing The XX's Coexist soon after we entered a whole new abyss of melancholy. Mercifully another set of golden arches loomed a few kilometres later. Never have McMuffins and Tropicanas been so gleefully consumed.

With the day now looking figuratively and literally brighter, we could begin to focus (apologies, it had to feature once) on the car. And, tedious concern though it may be, the interior is a million times better than the last ST. Gone are the fiddly buttons and tiny screen, replaced by an eight-inch touchscreen with clear displays and far simpler menu navigation. It's still not the most responsive and some of the graphics are a little basic but it's a vast improvement. And you will never, ever tire of the Sync woman attempting to pronounce foreign place names.

ST was good out here, now even better

Harder, faster
Ford has made big claims about the improvements to the ST's handling, boasting of "an even sharper dynamic performance" thanks to new front springs and engine mounts plus tweaks to the torque vectoring and steering amongst others. And you know what? It really has worked. Up in the mountains of northern Spain the ST is absolutely superb. It remains a nine-tenths car, the absolute limit still marked by an inside wheel flaring up and a slight sense of raggedness. But then the RS can fill that void, and the ST is so entertaining, assured and quick up to its limits that the lack of Renaultsport-style balls-out reward becomes unimportant.

There remains some fight from the front wheels exiting slow corners, but it would be unreasonable to expect less given there's 250lb ft and 250hp going through them. Furthermore, the ST no longer feels overawed by those outputs, finding remarkable traction and retaining great composure where experience of the old car would suggest it shouldn't. The brakes are strong even when they get a bit smoky, the engine still torquey and responsive, the suspension striking an excellent compromise between comfort and control. And there's not a single damn thing to configure, which makes a pleasant change. It's brilliant fun actually, a point that becomes patently obvious when I realise Tom hasn't said anything for about 20 minutes. Sorry mate. Vid is good at least.

Deserted Spanish roads a real treat

Food for thought
Ford's revisions to the electric power steering are well done too. The previous car had a very sharp turn in which could feel unnatural but the ST's front end and wheel now has a far more consistent response, giving real confidence particularly just off-centre. Moreover, winding left and right through hairpins reveals none of the gloopiness often found in EPAS systems. It's a really, really good set-up, perhaps only wanting for a touch more weight.

We (alright, me) enjoyed much of Saturday marvelling at the scenery and pretending to be Carlos Sainz up in the hills. So much time was spent chasing the rev limiter, blipping downshifts and generally having a lot of fun that we only reached the border at five in the afternoon. Millau was still four hours away. Erk.

This is where the journey began going downhill somewhat. Tom selflessly took much of the autoroute slog, then about 45 minutes from Millau it began to snow. Properly, can't-really-see-and-don't-want-to-drive sort of snow. The autoroutes hadn't been gritted and progress into Millau was exceptionally slow, by which time the snow had thankfully eased slightly. Then we got lost. Many thanks for the wrong address, to remain unnamed hotel booking website. Tom was getting grumpy having not found a burger at a service station. I was rather grumpy knowing we still had 900km to Calais. The hotel receptionist was probably quite grumpy with my abysmal French after we turned up late.

One day finishes on a high...

Still, a good night's sleep and all will be fine, right? Erm, no, actually. The reason for staying at Millau was to take a sunrise pic at the viaduct. Sunday dawned so bleak that it wasn't even visible by the time we reached it. Knackers. Snow had made some of the minor roads really treacherous too. But the autoroutes would surely be fine...

Slush puppy
Turns out 235-section Michelin Pilot Sport 3s don't really like slushy tarmac. Quelle surprise. The Focus was a solemn place for much of Sunday morning to about Clermont-Ferrand, speed very slow and concentration high. Tom was so tense he didn't even put The XX on. Thankfully a snowy autoroute eventually became just a very wet one and we could maintain a more normal cruising speed. Suffice to say it will be a little while before Tom and I speak to each other about that Sunday morning again.

Panic over and the ST is a really nice place to while away hundreds of kilometres, chatting fantasy garages and drinking Fanta Limon (it's still really good). The driver's seat is still a little too high but the Recaros are fabulous. Previously they seemed to lack a little lumbar support but I couldn't fault them over 25 hours and 1,200 miles. The ride gave no cause for complaint either; firm yes, but a long way from its Fiesta brother and entirely liveable. The larger, sharper screen provided accurate ETAs and reliable directions, not always a given with the previous system.

... the next dawns bleak!

To these eyes the ST facelift is a successful one outside as well. Without such a gaping grille the front is much better, I like the new wheel options the rear seems slightly less dumpy with a couple of tweaks to the lights. An improvement then, but will buyers deem it sufficiently attractive compared to the Golf R andwagons? Let's see.

Following the drama of Sunday morning, the rest of the journey passed without issue. We made it back to Britain just after 1830h and Tom was home in time to watch Top Gear. Having momentarily been perplexed by a LHD car in Britain I get home and collapse into bed.

And the car? I think it's easier to look at what the Focus ST doesn't do so well such is its broad range of ability and appeal. And, well, there isn't a lot. The gearshift still isn't the snappiest, quite long in throw and across the gate. It isn't bad by any stretch though, and the feeling will be improved being sat on the right. As mentioned, the infotainment could be a little more intuitive and for me there are few too many buttons on the wheel. Tom reckoned the interior was overly plasticky but he's a perfectionist. Photographer's prerogative apparently.

As facelifts go it's a very good one

So yes, it's an excellent car the Focus ST and one that's wholeheartedly recommended if you're after a hot hatch or estate. Interestingly SEAT doesn't think of the Ford as a rival to its new Leon ST Cupra 280, citing additional power and more equipment. It will have to be one heck of a car to beat the Ford though. Appropriately enough the launch is very soon. In Barcelona. Fingers crossed for sunshine...

Quick GoPro(apologies for the sound quality!)

FORD FOCUS ST
Engine: 2,000cc 4-cyl direct injection turbocharged
Transmission: 6-speed manual, front-wheel drive
Power (hp): 250@5,500rpm
Torque (lb ft): 250@1,750rpm
0-62mph: 6.5 sec
Top speed: 154mph
Weight: 1,362kg
MPG: 41.5mpg (NEDC combined)
CO2: 159g/km
Price: £21,995 (ST-2 £23,695, ST-3 £25,995, estate +£1,100 on all)

[Pics: Tom Begley]