Car August 2015.pdf

11 cars tested, starring Jaguar Project 7, Merc GLE Coupe,Boxster Spyder, Mazda CX-3, Vauxhall Viva vs rivals & moreJAGUAR F-TYPE PROJECT 7Jaguar sells outby not selling outThis is a car for Le Mans legends, not oligarchs or rappers, and all250 are sold. How true is Project 7 to the Mike Hawthorn spirit?38 CARMAGAZINE.CO.UK | August 2015

ROOF DOWN, c r a c k l i n g V 8ricocheting off rock faces, we climbhigher up the mountain pass asdrizzle shifts to downpour. In anynormal F-type convertible, you’dpress a button to put three layers of insulationbetween elements and hairstyle. Not in Project7, a limited-run F-type that honours Jag’s sevenLe Mans victories, and ditches electric roof forBimini soft-top.This manual roof contributes to an 85kg weightsaving and enables the cool new D-type-apingrear bodywork, but is as easy to erect as a ten-mantent in a hurricane. Get caught in a downpourand you can stop and battle it into place, or youcan hope high-speed aerodynamics keep you dry.What would Hawthorn do? He’d pull an aluminiumgearshift paddle, unleash all 567bhp andthrow caution to the viento. Rude – and slightlyinconvenient – not to.Two years ago, the Project 7 concept chargedabout at Goodwood, tyre smoke clearing toreveal frantically waving chequebooks. Thendesign director Ian Callum announced this evensexier F-type was all a big tease. Waving of largerchequebooks ensued, and now we’re driving theproduction car. Just 250 are being built, the £135ktag representing a £43k premium over the V8 RConvertible. All are sold.Project 7 is the first Jaguar to receive the SpecialVehicle Operations treatment, the performancedivision tasked with doing for Jaguar Land Roverwhat AMG does for Mercedes. It starts when a V8R Convertible is whisked from the Castle Bromwichproduction line to SVO at Ryton. There, thenew composite upper rear bodywork and roofare fitted, along with a windscreen that’s some114mm shorter and matched to new side windows.It’s neatly judged: the cabin feels more open,you get just the right amount of feelgood blusterand can still chat at motorway speeds, while eventaller drivers don’t get an eyeful of header rail.If little seems to have changed between conceptand production, the reality is much different. Thesingle-seater concept becomes a more practicaltwo-seater design with a lower drag fairing behindthe driver’s head, and – crucially – all manner ofmechanical fettling backs up the visual promise.The supercharged V8 is boosted from the F-typeR’s 542bhp to 567bhp, torque increasing from461lb ft to 516lb ft, so it’s probably wise that theR’s optional carbon-ceramic brakes are thrownin free. There’s a revised map for the electricallyassisted steering and transmission, re-valvedadaptive dampers, and new 20-inch ContinentalForceContact tyres promise a blend of wet-weatherperformance with increased dry-weather grip andprecision – they deliver, but I suspect SVO couldhave gone more aggressive in the search for grip.You’ll also find new anti-roll bars front and rear,revised top mounts, and suspension knuckles thatincrease negative camber from 0.5 to 1.5 degrees.Perhaps most intriguingly, the spring rates areupped by a massive 80% at the front, but just 8% atthe rear, and Jaguar claims new carbonfibre knick-knacks increase downforceby 91% at 186mph.Swoopy, D-typealikerear deckWe’re driving Project 7and fairing made on roads near Pamplona,from carbonfibre. Spain, and Circuit de Navarra.Suffice to say there’s stillRacing greenpaintjob virtuallymandatory plenty of suspensionAugust 2015 | CARMAGAZINE.CO.UK 39

When the rain comes forgetthe fiddly roof. Just drive fastercompliance, the lightweight sports seats blend bothcomfort and support, and there’s nothing to suggestProject 7 is tiresome as a daily driver, fiddly roofexcepted. With garages stuffed like a Quality Streetjar, though, you suspect Project 7 owners will accepta little compromise, and it’s up in the mountains,driving for kicks, that this car’s strengths magnify.There’s a real hunger to everything you ask ofProject 7: steering inputs, throttle, braking, gearchanges, the way it piles on speed and changesdirection, how the suspension’s transition fromunloaded to loaded seems more progressive.The lower weight, extra power and eight autoratios stacked like pancakes generate an excessof performance, the mid-range offering massiveflexibility, the top end staying full-bodied to theredline. After its rather introvert incarnations in theXKR and XFR, the 5.0-litre supercharged V8 nowboasts one of the best soundtracks you can treat yourlugs to; it rips, spits and crackles down the road, andsounds so audaciously fruity that you often press thequiet button for fear of pre-alerting the cops.SVO’s Paul Newsome, ex-Williams F1, says histeam has tried to tame some of the chassis’ moreextrovert tendencies, however. In the wet, this obviouslyremains a very throttle-sensitive machine,but both mechanical traction and the leniency ofthe mid-way stability-control setting enables you todrive up a road wearing lead boots without creatingeither too much trepidation or intervention. Turn allthe safety stuff off and the fear factor ramps up, butthis remains an inherently well-balanced, playfulcar, but one that also feels keener to self-straightenin a slide than the R. It gives a greater feeling ofcontrol over the angles you can still easily generate.As ever, you can choose between Normal andDynamic modes, which have default settings orcan be individually configured: dampers, steering,throttle, transmission, all can be twiddled, but thistime there’s a deeper personality rift between thetwo. Normal is well optimised for the road with itsstill-generous compliance, and the easy-twirlingsteering does, nonetheless, have more weight –there’s some particularly fulsome definition overthe first few degrees of movement – while the alcantararim and, perhaps, firmer chassis increase thefizz of feel. Normal is also the place where throttleand transmission feel happiest: so intuitive you’rerarely inclined to drop out of D.Dynamic works on the road, but the suspensioncan feel very spiky in town, and the throttle andtransmission calibration become a little giddy.On Circuit de Navarra, though, it all gels. Thegear shifts feel incisive, the weightier steeringconfidence-inspiring without adding that glutinoussecret ingredient the Germans adore, and the stiffersprings bring extra composure. Above all, Project 7is a hell of a lot of fun, the kind of car that amateursand experts alike can reel off high-speed laps in.A few things stick out in particular: the firmerfront springs bring an incredible level of stability tothe rear during heavy braking, but also introduce alittle extra understeer to high-speed cornering – stilleasily cancelled with a tickle of throttle, though.There’s no problem slowing Project 7 down – ittakes serious recalibration to realise how deep youcan go into a corner and how hard you can stand onthe ceramic brakes – or getting it turned in to slowercorners, it’s just getting the power down on the wayout. With an edgy throttle in Dynamic and so muchtorque on tap from just 3500rpm, you can choose betweenwaiting it out in second gear or short-shiftinginto third, neither of which are particularly satisfying.Again, that mid-way stability control does agood job of managing your clumsiness, but I’d voteless torque or more traction or both.I enjoyed driving Project 7 immensely, but there’sstill a gap between it and how I’d spec the ultimatedriver’s F-type. That’s something with a closed roof,lower weight, stickier tyres, more low-speed tractionand even greater tactility, a Jaguar to go 911 GT3chasing. Newsome says the upcoming F-type SVRwill be all-wheel drive to battle 911 Turbo, a car thatoutsells the GT3 four-to-one. But when they’ve putthe depth of design and engineering nous into just250 Project 7s, you suspect there’s a middle groundto be tapped. Newsome, tellingly, refuses to rule outa higher performance rear-drive model. Take yourchequebook to next year’s Goodwood, just in case.BEN BARRY @IamBenBarryJaguar F-type Project 7 Price £135,000 Engine 5000cc 32vsupercharged V8, 567bhp @ 6500rpm, 516lb ft@ 3500rpm Transmission Eight-speed auto,rear-wheel drive Performance 3.9sec 0-62mph,186mph (limited), 26.4mpg, 255g/km Weight1620kg On Sale Now – but sold outUP AGAINSTBETTER THANJaguar V8 R ConvertibleWORSE THANAston V12 Vantage RoadsterWE’D BUYAston V12Vantage RoadsterLOVEDesign, sound,performance,handlingHATEStill not theultimate driver’sF-typeThey’ve tamed some ofthe V8 F-type’s wilderchassis tendencies. Stilllairy, but keener to getyou out of a slideVERDICTGreat fun, couldbe sharper yet★ ★ ★ ★ ★40 CARMAGAZINE.CO.UK | August 2015

G I A N TT E S TThor’shBMW X5 xDrive25d M SportRange Rover SportHSE Dynamic SDV694CARMAGAZINE.CO.UK | August 2015

Giant Test: Volvo XC90 vs rivalshammertimeThat Volvo has named its LED light design after a Viking god says plenty aboutits cheeky confidence in the new XC90. Justified? Here’s where we find outWordsCJ HubbardPhotography Charlie MageeVolvo XC90 D5AWD MomentumCARMAGAZINE.CO.UK | August 2015 95

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Giant Test: Volvo XC90 vs rivalsTXC90’s bold newface will define thenext wave of Volvos.Have to admit itlooks minty freshHEY SAY THE devil is in the details.Although, as is common with such matters,it appears that God got there first. The originalphrase wasn’t a warning against trickeryakin to the Prince of Darkness, but a sort ofreligious encouragement that you shouldalways do your best. God is in the detail, see.While it seems unlikely that any of this hasanything to with Norse mythology, that Volvoelected to name the new XC90’s daytimerunning light signature ‘Thor’s Hammer’is nonetheless a detail I rather like. And isbut one instance of the sheer attention tominutiae that has clearly been lavished on this very moderninterpretation of the SUV. That not all of these intricacies areentirely beneficial just goes to prove the wisdom of whoevercame up with the opening sentiment.The stakes are particularly high because new XC90 is notonly the follow-up to an SUV so well received it was stillselling strongly when death finally reconfigured the productionline 12 years after its original launch, but also quiteliterally the embodiment of new Volvo, the first fruit of thefirm’s own Chinese-backed labours since being freed fromthe chattels of Ford. That handsome face, punctuated by anilluminated double-homage to a divine smack-down tooland a more prominent version of the ‘iron mark’ logo, willsoon be appearing across an entirely new range of Volvos, allbased on the brand spanking Scalable Product Architecture(SPA) that debuts beneath the XC90’s steely visage. Thisevery-which-way-resizable platform is the major output ofan $11bn investment programme, and comes packaged withstellar safety equipment and an interior rethink centredaround a tablet-like touchscreen infotainment unit. Inisolation, the new XC90 felt pretty hopeful; can the likelybest-selling D5 turbodiesel engine bring the hammer downon a pair of key rivals?Those rivals are the BMW X5 xDrive 25d and the RangeRover Sport SDV6 – chosen partly because they can bothmatch the XC90’s seven-seater accommodation (albeit viathe options list), and partly because they both set standardsfor quality, lavishness and driving engagement that are at anygiven moment in danger of being labelled as benchmarks.Distinct image associations, too. With big talk of uniquelyScandinavian design heritage, ‘true driving pleasure’ and‘handcrafted’ finishing touches – not to mention crankingup the price – Volvo isn’t shying away from this kind of confrontation.That the previous XC90 was closely associatedwith yummy mummies on the public-school run providesa refreshing counterpoint to the overtly macho posturingtypically allied with the other two, and if anything the broadstrokes of the new XC90’s exterior speak even more of a machineoptimised for the safe urban transit of precious juniorcargo. It certainly doesn’t look as if it’s about to go crashingabout in the countryside. Owners won’t. And we aren’t.Instead we’re in Henley, and will later be heading over toMarlow, following a route that will take us out onto fast dual-carriagewaysand along narrow, winding B-roads, havingalready covered motorways to get here. The closest we’ll CARMAGAZINE.CO.UK | August 2015 97

Giant Test: Volvo XC90 vs rivalsKEY TECH: XC90Safe as… VolvosVolvo’s obsession with safety reachesnew heights in the XC90. Not onlywill it spot pedestrians and cyclists, itdisplays speed limits so prominentlyit’s surely only a matter of time beforeit starts issuing its own Fixed PenaltyNotices. Two new systems alsofeature: a ‘run-off road protectionpackage’ and ‘intersection autobrake’. The former detects if you’veleft the tarmac and are about toplummet into the scenery, tighteningthe belts. The latter applies the brakesif it thinks you’re about to pull out infront of on-coming traffic.come to a green lane is a gravel-topped scenic parking spot,judging this about as far off-road as most buyers will ever takethese monsters. The ability to comfortably and confidentlynegotiate a high street choked with somnambulant shoppersand errant delivery drivers is a better test of this type ofmettle (or metal) these days, for this has become their reality.Besides, if you do want to go crushing nature, the verdict issimple: buy the Range Rover Sport. Neither rival offers anypretence of such aptitude; being loaded to the gunwales withsuper-articulating axles and off-roadelectronics is one of the reasons theRange Sport is more expensive.All three look perfectly at homeparked outside the Henley rowingmuseum. But the BMW is easily theleast… obvious. As with the Volvo,this example is propelled by a modest2.0-litre turbodiesel, and with 215bhpis the least powerful vehicle in the test.Even with the body addenda includedwith the increasingly default M Sporttrim level it seems somehow demur– despite being bigger in every dimensionthan its squat and muscular predecessorit appears much less arrogantand self-aggrandising. It’s almost as ifthis 4x4 is trying to apologise for itself;the 19in alloys look undersized, andit has by far the most discernible andtechnical aerodynamic elements. Youcan see daylight through both sides ofthe front wheelarches, as the engineershave sought to create Air Cushionsand use Air Breathers (the vents behind the front wheels)to minimise its physical disruption of the environment. It’sat once dull and highly considered, with little to draw you inafter a cursory glance, a theme that continues on the insidewith an interior so typically BMW you lose interest almost assoon as you’ve registered it. Amazing that a car this large canbe trying so hard not to be noticed.Attempted invisibility is not an accusation anyone is likelyto aim at the Range Rover Sport. Representing the breed onthis occasion is CAR’s own long-termer, which means it hasthe smallest engine currently on offer – a 3.0-litre V6 turbodiesel,nevertheless 50% greater in capacity than anythingavailable in the Volvo – and HSE Dynamic specification.This middle-ranking trim takes the necessary stockpile offunds even further from the other two but means this Range,which at 2115kg remains the heaviest of our trio in spite of itsaluminium construction, comes equipped with the DynamicResponse active anti-roll-bar system, the better to test theXC90’s ‘driving pleasure’ claim. That our car also looks as ifit’s been specced by someone with ‘seek counselling’-gradeColumbian pharmaceutical distribution fantasies does littleto alleviate the sensation that you’re driving something manypeople despise. You’re immediately the villain in one of these.It’s lucky the windows are tinted, not least because it’s moredifficult for animal rights protestors to see the crimes againstbovinity inside. Stirring though it is to climb up – noticeablymore so than in the others – into a cabin so swathed in leatheryou can’t help thinking of steak dinners, this is a type of luxurythat feels rather old-school to me. There’s no doubting thebase quality: the real metal is cool to the touch, the hide softand inviting, and there’s an impressively befuddling arrayof Terrain Response options to choose from. Yet the moreeveryday technology is outmoded and under-thought. Poor, on reflectionSmallest screen herefeatures dated andmuddled homescreenand slightly crappy navmaps. Luckily, when it’ssunny you can’t readanything on screen dueto epic reflections frompanoramic glass roofSorry, cowsOptional multiviewexternalcamera systema bit gimmickybut reassuringwith these buslikeproportionsto manoeuvreWe only have ourselvesto blame, since thisis our long-termer,but somewhere in theworld there’s an emptyfield that used to befull of brown cows.Seats, and materials ingeneral, are imperious98CARMAGAZINE.CO.UK | August 2015

Take one tabletTablet-like screen isbiggest this side ofa Tesla, and Volvohas trusted it withalmost every function.Feels slightly underdevelopedand forcesyou to take your eyesoff the road too much2 shades of greyNav maps failto maximisepotential ofbig screen. Butits presencemakes cabinfeel button-freeNo S&M eroticism here– it’s a Volvo, and we’re48 shades short – butthe pale hide, modernsurfaces and blondewood veneers combinewith a Kew Gardensspecglasshouse tomake it feel very airyThe iDrive has itBMW’s iDrive was thefirst system of its kind,and has evolved to nearperfection. Works evenbetter with optionalhead-up display,pitching guidance,audio and phonebookintel into your eyelineDark matterAdaptive Msuspension:continuouslyvariabledampers andself-levelling airsprings. Pressthe up arrowIt may be darkerthan a Scandinaviandramatist’s imaginationbut BMW cabins arebuilt for the job ofdriving. Tactile wheel,slick gear paddles andsuper seats gel like theBarcelona midfieldCARMAGAZINE.CO.UK | August 2015 99

Giant Test: Volvo XC90 vs rivalsMuch higher off the ground than theothers. You don’t step out, you fallWhere the Volvo andBMW shrink aroundyou, the Range Sportfeels enormousThe central touchscreen is the smallest on test, has a clutteredhomescreen, features the world’s ugliest mapping software andis angled to such an unfortunate degree that unshading the optionalpanoramic glass roof renders it unusable on sunny daysdue to the glare. The equally optional multi-view external camerasystem is also exciting in principle, but the optical hardwareis in desperate need of an upgrade – the clarity and resolution ofthe X5’s (equally optional) reversing camera makes the systemseem as sharp as recordings of the moon landings.No doubt the country club ambience of the Range RoverSport has plenty of appeal to plenty of punters, but the Volvostill throws it into relief. Inside this XC90 all is light and airy,with a colour palette dominated by blonde wood veneers andever-paler shades of grey, oh so much space, and the sleek12.3in portrait-format touchscreen interface sitting almostentirely alone in the middle of the dashboard. There is nocleaner interior design this side of a Tesla, and you approachthe XC90 eager to find out if a mainstream manufacturercan possibly have grasped such a contemporary, minimalistconcept with anywhere near the same degree of success.More fuel to that fire comes when you learn CAR’s own elderstatesman, Gavin Green, has described the XC90’s cabin asthe finest this side of a Rolls-Royce or Bentley.I’m not so convinced. Perhaps it’s because this car is inentry-level Momentum rather than highfalutin Inscriptionspecification, but there’s almost immediately a sense thatthe quality goes little deeper than those fancy veneers. The‘diamond-cut’ control knobs for the stereo volume and thestarter switch seem a touch flimsy in this company, andwhile the reaction to reduce the number of buttons is highly100 CARMAGAZINE.CO.UK | August 2015commendable (the pre-SPA generation ofVolvos surely used up the firm’s quota forthis century anyway), demoting almostevery interior function to touchscreen remainsa contentious decision. Adjustingthe climate control, for example, has beenthoroughly considered – you rarely needmore than one stab at the relevant screenreal estate – but still requires your eyesto linger longer away from the road thantraditional solutions. Other elements ofthe interface suggest the engineers didn’tquite know what to do with the systemonce they’d come up with it. The digital‘buttons’ are big and clear, and you canswipe and pinch and scroll very easily, yetyou can’t always get to the informationyou’re after. With a screen this large andan interface this clever, why doesn’t thereseem to be an obvious way to displaythe ‘now playing’ information from thedigital radio, for instance? In daily use, unresolved detailslike this become disproportionately irritating; to be fair, theRange Rover doesn’t do a great job of this sort of thing either.Irritating is also an appropriate word for the Volvo’s ride.This is the first new XC90 that we’ve driven on the standardsteel-sprung suspension – all-round electronically controlledair suspension is a £2150 extra – and it’s fidgety and thumpyin a manner that again suggests a lack of true depth beneaththe shiny surface. It doesn’t thunk into potholes so much astwang, and although the initial turn-in is keen, the resultingbody roll doesn’t quite keep up that opening promise. Still,the light steering seems to suit the new-age character of therest of the car, and it doesn’t want for actual accuracy. Widestof the three, the XC90 is effortlessly positioned, doesn’tmake you nervous when facing on-coming countrylane traffc, and – aside from the ride – excels aroundtown. As the least heavy (‘lightest’ seems inapt for atwo-tonne behemoth) it delivers determined progressvia its 222bhp, but you do miss the revvy zing of theless powerful BMW and the laid-back muscle of thebigger-lunged Range Sport. And occasionally curse thelack of standard-fit paddleshifters.Where the Volvo – and exceptionally the BMW – willdo the magic trick of shrinking around you, the RangeRover Sport never feels anything less than flinch-inducinglyenormous. Despite that larger engine, theseriously clever chassis tech and standard air suspensionwhich provides an extremely assured ride (if nota flawless one, given the optional 22s), it is strangelyponderous in many circumstances. The long-travelthrottle pedal demands a determined prod when pullingaway from standstill that somehow defies finesse,and being seated so obviously higher than in the othersonly conspires to make you overly conscious of itswidth and more prone to rolling sensations – thoughin fact the body control is very good, as is the fluidityof the steering. There’s also no denying how safe andsecure you feel, lording it over everybody. Which, giventhe Range Rover is way behind the others in terms ofactive safety aids, is perhaps ironic; you’ll be doing yourown pedestrian detection here. 4BMW’s invisibilitycloak designmakes two-tonneX5 incrediblyunderstated. Mightbe better if it actuallywas invisible

XC90 makes RangeSport look a bitdated. Don’t tellGerry McGovernKEY TECH: BMW X5Man/machineThat BMW still doesn’toffer a touchscreen(and won’t untilthe new 7-series)seems wildlyanachronistic,yet iDrive is nowso easy to useyou never missit – just twirl, nudgeand click the rotarycontroller withouteven glancing down. Thenumbered buttons above this on thecentre stack aren’t just for radio stations,they can be programmed with in-carinstructions, including nav destinations,while a simple rocker switch accessesthe different drive modes (from EcoProto Sport+). But it’s the £995 full-colourhead-up display that really steals theshow. Together: what a combo!CARMAGAZINE.CO.UK | August 2015 101

Giant Test: Volvo XC90 vs rivalsKEY TECH: RANGE SPORTLet’s off-road!If you want to go off-roading youwant the Range Rover. 260mm frontand 272mm rear wheel travel – easilybest in class – deliver 546mm oftotal wheel articulation. Standardair suspension now offers groundclearance of up to 278mm (up 51mm)and a 185mm range of adjustment.At the same time a new DynamicResponse setting counteracts bodyroll on the road; together with torquevectoring and an active rear lockingdiff it’s impressive on the way to theswamp, not just wading through it(up to depths of 850mm).There aren’t anylosers picturedhere. All three areawesome in theirway. But on a B-roador a Nürburgring,only one will doSo what of the X5? It has none ofthe others’ visual flash inside or out,subconsciously dismissing it into thirdplace until you finally get in and startusing it. The engine is the sweetestof the lot – and that’s ahead of anupgrade to a new 228bhp ‘modularcylinder’ unit later this year – belyingits small size with the assistance ofBMW’s Sport variant of the eightspeedZF gearbox, a version of whichis also fitted in the Range (the Volvouses an Aisin Warner ’box). BMWmakes the gearbox work that bitbetter, the snappier paddle-actuateddownchanges a case in point, especiallywhen you’re weapons hoton approach to a roundabout. Suchtomfoolery also immediately fortifiesyour X5-buying decision to downsizefrom a six-cylinder anvil – the four-potX5 isn’t as instantly keen to change directionas the XC90 but is much moreconvincing once you’re committedto the turn. Neither competitor canmatch the poise of the M Sport trim’s standard Adaptive Msuspension, which combines continuously variable dampingwith self-levelling air springs at the rear. The resulting ridein Normal isn’t so much firm as authoritative, the subframesseemingly superbly isolated from the body structure; it neverirritates in the manner of the Volvo because it’s ace in thecorners – the Sport settings only extend this agility. Wind itup, and this 2040kg heavyweight flies.There’s more to the X5 than driving, though. The interiormay be the most predictable and least ocularly arresting, butmy goodness it works well. The highly evolved iDrive and theuser-configurable buttons on the centre console are reasonenough for enduring long-term satisfaction; the first timeyou see detailed lane-guidance navigation appear in the vasthead-up display you’ll know it’s love. Okay, the HUD is a £995option (Volvo’s alternative – not tested – costs £1000), but thelatest iteration’s ability to project telephone contact lists andinfotainment data directly into your field of view tells youBMW’s got the whole human/machine interface immenselysussed. What’s more, available safety kit isn’t far off Volvolevels – beyond it when it comes to Night Vision technology– and there isn’t a single aspect of the internal build qualitythat makes you go urgh. The X5 also retains a split tailgate,making it the only contender to give you somewhere to sitwhile changing your wellies.In the end, each of these SUVs could justify top billing, andany one might prove the perfect solution for your particular circumstances.The new XC90 is smart, clean-cut and ultra-modern– and while neither rival is short on interior space, it’s theVolvo that’s truly cavernous, up to and including the standardthird-row seating designed for 1.7m tall adults, not just children.The Range Rover Sport has the image, and the pizazz, and theastonishing multi-terrain proficiency – and you will never feelshort-changed by its appropriately weighty showroom value. Inthis company, the BMW is the least outright desirable, but withthe thoughtful excoriation of its previously heavy-handed physicalpresence, the brilliant user-friendliness of its cockpit, and thefantastic togetherness of its driving experience, it doesn’t halfsneak up on you. It might not be cool, but as the most completepackage the X5 entirely deserves the overall honours.@ir_4272ndLooking fresher than an M&Seclair and with more spaceinside than a lwb Tardis, theXC90 comes close. Shame itrides like a novice cowboy3rdIt feels odd placing it third,when it’s more desirablethan the others, even if theycame with Michelle Keeganas standard. But, but…1stLike Novak Djokovic, theGerman football team andthe Porsche 911, the X5 looksvulnerable to new rivals, thengoes and beats them all102 SUBSCRIBE & GET 6 ISSUES FOR £12! GREATMAGAZINES.CO.UK/CAR | August 2015

Volvo XC90 D5 AWDMomentumPrice £45,750 Price as tested £51,715Transmission8-speedautomatic,4wdEngine1969cc16v 4-cylturbodieselSuspensionDoublewishbone front,integral axlewith transverseleaf spring rearBMW X5 xDrive 25dM SportPrice £49,790 Price as tested £54,750Transmission8-speedautomatic,4wdEngine1995cc16v 4-cylturbodieselSuspensionDouble trackcontrol armfront, selflevellingairsprings rearRange Rover Sport HSEDynamic SDV6Price £66,250 Price as tested £75,607Transmission8-speedautomatic,4wdEngine2993cc24v V6turbodieselSuspensionSLA with twinlower linksfront, integrallink rear, airspringsHeight 1776Height 1762Height 1780Width 2008Length 4950Width 1938Length 4886Length 4850Width 1983Made of steelPower & torqueWe say: Range Sport has the biggestengine, hence is the most powerful. Duh!347lb ft @ 1750rpm222bhp @ 4250rpmMade of steelWeightWe say: SPA platform Volvo lightest;aluminium Range Sport heaviestMade of aluminiumPower-to-weightWe say: Range Sport monsters the others.Hulk smash, etc332lb ft @ 1500rpm215bhp @ 4400rpm516lb ft @ 1500rpm302bhp @ 4000rpm2009kg2040kg2115kgVolvo110.5bhpper tonneBMW105.4bhpper tonneRange Rover142.8bhpper tonne0-62mphTop speedOfficial & test mpgWe say: Twotonnes plus yetall are at least1.0sec faster to62mph than aMk1 Golf GTIVolvo 7.8secBMW 8.2secRange Rover7.2secB M WV O L V OR A N GE R OVERWe say: Aerodynamics 1, SUVs 0 – noteven all that extra bhp makes a dentVolvo137mphBMW137mphRange Rover138mphWe say: BMW proves least thirsty, butRange Sport is closest to official figureVolvoTEST26.8OFFICIAL49.6BMWTEST27.6OFFICIAL48.7Range Tesla RoverTEST23.9OFFICIAL37.7Fuel tank Range CO2 Lease ratesWe say: More powerfulversions of the Range Sportpack in 105 litresVolvoBMWRangeRover71 75 77litres litres litresWe say: Based on test mpg, X5 goesup to 50 miles further between fill-upsVolvo: 418milesBMW: 455milesRange Rover: 405milesWe say: XC90 is £120 cheaperto tax than the Range Sportthanks to official CO2BMW156g/kmVolvo149g/kmRangeRover199We say: Range Sport’s statusdraws a premium; BMW a bargain?£656(48 months, 10k miles/year,£3937 initial payment)(48 months, 10k miles/year,£3558 initial payment)£593g/km£907(48 months, 10k miles/year,£5442 initial payment)CARMAGAZINE.CO.UK | August 2015 103

Serious used car temptation, from iconic sports cars to perfect Aston MartinsNEW vs USEDNew Toyota GT86 vsused BMW E92 M3You can pick up an M3 for less than the price ofa GT86, but we don’t recommend it. So, this isthe £25k dilemma for keen drivers: ageing BMWicon or box-fresh Toyota sports car?Words Ben Barry | Photography Alex TapleySTARTING FROM £23k, the Toyota GT86 serves uprear-drive sports car thrills for hot-hatch money. Butfor that same cash you can bag a 2007-2013 BMWM3, a performance icon with double the number ofcylinders and twice the horsepower.Madness? Well, insurance, fuel, tax, servicing, consumables…all will naturally be far more expensive for the M3, butthen the Munich missile won’t depreciate like a brand-newToyota. Leggy early M3s are yours from £16k, but we’d advisespending GT86 money on a sub-50,000-miler from an independentdealer with a BMW warranty to isolate yourself fromthe pitfalls as far as possible.There’s much to recommend the Toyota, though. It might bebuilt to a price inside, but it also feels like a proper driver-centricsports car. The subterranean driving position seems moreOxbridge boat race than trafc-light grand prix, the small, uprightsteering wheel frames a dominant rev counter calibrated122CARMAGAZINE.CO.UK | July August 2015 2015

IN ASSOCIATION WITHBMW vs Toyota: the numbersBMW M3 (E92)> Price From £16,000> Engine 3999cc 32v V8, 414bhp@ 8300rpm, 295lb ft @ 3900rpm> Transmission Seven-speed dualclutch,rear-wheel drive> Performance 4.6sec 0-62mph,155mph, 23.7mpg, 285g/km> Suspension MacPherson strutfront, multi-link rear> Weight/made from 1675kg/steel> Length/width/height4615/1804/1424mm> On sale 2007-2013TOYOTA GT86> Price £25,000> Engine 1998cc 16v 4-cyl,200bhp @ 7000rpm, 151lb ft @6400rpm> Transmission Six-speed manual,rear-wheel drive> Performance 7.6sec 0-62mph,140mph, 36.2mpg, 180g/km CO2> Suspension MacPherson strutfront, multi-link rear> Weight/made from 1275kg/steel> Length/width/height4240/1775/1285mm> On sale Nowto 7000rpm, and there’s a stubby gearlever perfectly placed justa few inches from your left hand.Drive it hard down a favourite road and you’ll instantlynotice how tight and responsive the GT86 feels. The steeringis slop-free and feelsome, the nose jinks left and right with verylittle body roll and the throttle fizzes with feelgood response.There’s little in the way of flat-four charisma from theSubaru Boxer under the low-slung snout, but it does take onan engaging growl when you wring its neck, and that’s justthe way to drive this thing. With 200bhp and 151lb ft, it’s impossibleto surprise the rear (Prius-shared) tyres, instead youspend the entire time driving flat-out and trying to provokethem, throwing the GT86 at corners as hard as you dare andkeeping the pedal mashed to the carpet. Finally eke out a slideand – ironically for something pitched as a beginner’s drift car– you’ll be going so hard that the police helicopter will alreadyb efl a g g i n g .Want more? Cambridgeshire-based tuners Fensport claim25bhp for a remap and 2.5-inch exhaust system for £1440, whileturbo conversions span £5160 to £8400 for 260bhp to 440bhp.You’d be greedy to want more from the M3. It makes 414bhpand 295lb ft, and stands as the high point of the bloodline,before M Division took away two cylinders and replaced themwith turbos and, well, spoiled it a bit. The V8 combines someold-school muscle-car character with a rabid techno twist.It sounds spine-tinglingly fabulous as soon as you press thestarter button, but the way it snarls and screams as you try tofind space to hit the 8250rpm rev limiter is just sensational.Traction is actually very good for something so potent,simply because the torque is higher up the rev range, so youstill have to push the M3 hard to find its limits. Do that and youhave to be on your game to a far greater degree than the GT86– there’s enough oomph to become an accidental YouTubesensation, but it’s a very benign car to throw about so long as One a Germanlegend, the other aJapanese upstart.Both £25k, bothepic drives, onepricey to run, onelikely to depreciate.Tricky, eh?August July 2015 | CARMAGAZINE.CO.UK 123

Heated seats werepopular M3 options(£260 at the time).Rear seats can beused for humans,unlike GT86’sMinions-only chairsBMW cabins are evenbetter in a used carbecause a) they neverbreak and b) they’retimeless. Good asnew thenToyota’s rearlamp clustersometimes proneto condensationbuild-upToyota’s head ofexpensive materialswasn’t called upon,but the red-stitchingdepartment was ondouble shiftsGT86’s stubbymanual stick (top)feels just right, butM3’s dual-clutch isfaster and (sorry,purists) betteryou understand the basics.Heroes will want the manual, and we see the appeal, evenif the shift is arthritic. Most cars are equipped with the dual-clutchgearbox, with its super-fast shifts in manual mode,and extra-slick auto. Good enough to convert three-pedalcavemen, we’d say.Drive the M3 back-to-back with the Toyota and it’s surprisinghow much more incisive the GT86 feels – the M3’s steeringis more detached, the front end less responsive – but there’sno doubt the M car is the bigger buzz, and the more roundedchoice with its larger rear seats and spacious boot.If you take the plunge and get the M3, just remember this£25k used buy still has a £55k car’s running costs, while a GT86is, well, a new Toyota. Read on to see if it stacks up for you…> SERVICING AND RUNNING COSTSThe M3 is on a variable servicing schedule, but under typicaluse you’ll need to book it in every 14-15,000 miles. Munich Legendsquotes £300 for a basic service, which includes oil service,pollen filter change and labour. For every other service, you’llneed spark plugs, air filter, plus gearbox and diff oil, upping theprice to £500. Brake fluid needs to be refreshed every two yearsat a cost of £55, while a full vehicle inspection is also part of themaintenance schedule every two years, for £60.Toyota offers three levels of fixed-price GT86 servicingthrough its dealer network, based on 10,000 miles or annualvisits. An intermediate service costs £170 (oil and filter change,plus basic vehicle inspection); a full service increases the priceto £299 (inter, plus more detailed inspection). Meanwhile, full+is £579, (full, plus spark plugs, air filter and comprehensive inspection).If you’re buying a GT86 secondhand, check full+ isn’tlooming. The schedule works like this: 10k miles (inter), 20k(full), 30k (inter), 40k (full), 50k (inter), 60k (full+), 70k (inter),80k (full+), 90k (inter), 100k (full).Black Circles quotes £99 for a GT86 tyre, £228 for an M3 rear– and remember, the lighter, less powerful GT86 will be lighteron its tyres…Insurance costs, surprisingly, aren’t a million miles apart.For a typical and relatively sensible 40-year-old male with aclean licence, Adrian Flux quotes £293 with a £600 excess forthe Toyota, but £350 with a £500 excess for the BMW.> RELIABILITYM3 throttle bodies can fail, putting the car into limp-homemode. ‘It depends how they’ve been driven,’ says Dan Norrisof Munich Legends. ‘Some 50,000-mile cars have already hadthem done, others are getting to 70,000 miles and need themfor the first time. You’ve got two banks of cylinders, and if oneside goes, really you should replace the other at the same time;it’s around £1000 a side including VAT and labour.’The M differential can get noisy. The first step is diff additive,which costs around £100 and will hopefully quieten thingsdown in less than 1000 miles. If not, you’ll need a replacementdiff, at a total of £2500 all in – Munich Legends estimates thathundreds have been replaced under warranty.Engine problems typically stem from poor maintenance orbodged mods. Munich Legends’ experts have seen piston-borescoring caused by old spark plugs breaking up and partiallyentering the cylinder, while rare engine failures have beenlimited to cars de-restricted to run higher revs which, with an8250rpm limit as standard, is a bit greedy.The M3 is not immune to squeaks and rattles. The front124 CARMAGAZINE.CO.UK | August 2015

wings can work slightly loose, causing an audible rattle ataround 80mph; there are no reports of the front bodyworkactually detaching. Interior trim can also squeak, with MunichLegends removing dashboards and inserting slivers of foambetween plastic trim to quieten things down.The GT86? Well, it’s a new Toyota, and even the oldest carsare still well within the five-year warranty. However, ownerJeff Heath reports that oil weeping from the engine block iscommon, as is condensation in the rear lights.> KEY OPTIONSThere was a predictably vast options list for the M3. A very nicespec would include 19-inch alloys (£1265 at the time, and everycar has them), EDC adaptive dampers (£1295, and key to theM3’s rounded appeal), dual-clutch gearbox (£2590), ComfortAccess (£430 for keyless start and entry), folding mirrors(£255), centre armrest (£65), heated seats (£260), carbon-structuretrim inserts (£335), adaptive headlights (£245), Bluetooth(£535), DAB (£280) and the 10- (£390) or 13-speaker (£820)hi-fi upgrade.GT86 options are pretty minimal. The new Primo edition –presumably a response to disappointing sales – lops the normal£25k price down to £23k, thanks to a pared-back spec. Optionsfor spending more are limited to the £995 auto gearbox (don’t),everything other than red paint costs £495-£650, there are £120carbon mirror caps, JBL sounds for £1100, £750 navigation and£295 parking sensors.> VERDICTThere’s no doubt that the M3 is a heck of a car for £25k. You canget a very good example for that cash, and the BMW’s prestige,luxurious interior, practicality and – above all – performanceput it well out of the GT86’s league. But it’s also a car with somedebilitating running costs – cave in to its V8 charms and inherentdriftability and you’ll be chewing through £500 of reartyres and averaging mid-teens mpg in no time at all.MY BMW E90 M3DAN NORRIS (MD,MUNICH LEGENDS)‘I bought my E90 M3saloon with 18,000 miles, and it’s nowgot 60,000 on the clock. It’s beenfantastic – these cars are getting to theage where you should be able to reel ofendless buying tips and lists of issues tolook for, but it’s probably the strongestM car ever built. We’re always busy, somy car never gets any special treatment,no preventative maintenance, and I’vehad to do very little to it. If I have onebit of advice, it’s buy one with under60,000 miles and a proper servicehistory, and get a BMW warranty on it –it’s a well kept secret that’s well worththe peace of mind.’The Toyota is actually the more agilemachine, and because its lightness and lackof power kickstarts a virtuous less-is-morecircle, you can drive it hard and still getplenty of life out of its tyres and brakeswhile staying firmly in the mid-20s mpg. Itwon’t breakdown, but if it does, you’ve gotthat five-year warranty.The GT86 is the more rational choice andit offers a fantastic driving experience, butultimately it has to be the M3, provided you’vegot a big pot of cash to run it.@IamBenBarryThanks to: Munich Legends (munichlegends.co.uk),the GT86 Owners Club (GT86ownersclub.co.uk) andthe IM Tuned Facebook page (www.im-tuned.uk)MY TOYOTA GT86STEVE LOMAX‘The GT86 delivers mostof what I look for in a car,but usually struggle to find: rear-drive,perfect driving position, rear seats,afordability, instant responsiveness,head-turning looks. Ignore the peoplewho dismiss it based on its 0-60 time– the top-end punch and great chassismake carrying speed through corners farmore rewarding, and I’m still averaging28mpg. The aptly named Touch-and-Gosat-nav is out-of-date and full of bugs.Toyota is replacing it with a new unitrather than fafing with upgrades. There’salso a slight smell of burning oil that I’mgetting looked at, but that’s the greatthing about the five-year warranty.’And here’s Ben Barryhurrying home, nodoubt calculatinghow many organshe’ll need to sell topay his tyre billAugust 2015 | SUBSCRIBE & GET 6 ISSUES FOR JUST £12! GREATMAGAZINES.CO.UK/CAR 125