Drive - June 2019 by Assignment Media Ltd

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Drive

JEEP WRANG

ISSUE 4: JUNE 2019

BRITAIN’S ONLY FREE MOTORING NEWSPAPER

LER First drive on British roads (and trails) fo r one of the last hardcore off-roaders

NEW EVOQUE h-hit is

as Land Rover’s sm ely new et pl reborn in com far, far form – and it’s old one… better than the

Same Difference? Hatch, estate or SUV? New Peugeot 508 and Ford Focus Estate pitch in against the tried and trusted Subaru Forester

SECOND-HAND: Final generation Honda Accord buyers’ guide

THE BIG STORY: Kodiaq vRS meets the ﬁrst of the sporty Skodas

PLUS Suzuki Swift SZ-T and Volkswagen Polo Beats vie for the youth pound – does sport outdo sound-off in the battle to be the coolest supermini on the block?

CLASSIC: Remembering Subaru’s legendary SVX

INSIDE 2 News 6 Road Tests 20 Buying Second-Hand 28 BTCC Preview 30 Events Calendar

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Issue 4: June 2019

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CONTENTS Issue 4 • June 2019 2 News New and forthcoming models, concept cars and special offers

6 Road Tests First UK drives of the new Range Rover Evoque, Jeep Wrangler and high-performance Skoda Superb, plus full tests of the range-topping Suzuki Ignis and SsangYong Musso

Massive rise in plug-in vehicles on British roads UK has 620,000 EVs and hybrids • Average carbon dioxide emissions from cars is at lowest ever level

Land Rover

Landmark edition celebrates thirty years of Discovery

Land Rover has launched a new version of the Discovery to celebrate the model’s 30th anniversary. Called the Landmark, it gains the bumper and grille details from Land Rover’s Dynamic Exterior Pack, as well as panoramic roof panels and 20” gloss black alloy wheels. The Landmark is based on the existing SE model and comes wth a choice of 240bhp SD4 and 306bhp SD6 diesel engines. Available now, these are priced at £57,350 and £59,995 respectively, or from £499 a month on PCP finance.

12 Peugeot 508 v Ford Focus v Subaru Forester Three different approches to family motoring – but which has the most convincing answer?

16 Volkswagen Polo v Suzuki Swift Lots of street sense on display as Suzuki’s attitude-laden Swift takes on the Polo Beats Edition. Gang signs at the ready…

18 Our Cars Latest updates from the varied assortment of real-world motors that make up our fleet

20 Second-Hand Honda Accord buyers’ guide, Range Rover Evoque factfile and four of the best summer soft-tops for under £3000

24 The Big Story Skoda has launched a high-performance vRS version of its Kodiaq SUV… so we took it on a road trip alongside one of the company’s first vRS models in the shape of an early Octavia

28 Motorsport Preview of the season ahead in the British Touring Car Championship, and a look at what to expect at Supercar Fest

30 Classics The Subaru SVX is, quite simply, one of the most iconic alternative sports cars of the 1990s

THE NUMBER OF plug-in cars on British roads rose by a massive 76.6% in 2018. Data released by the Society of Motor Manufacturers and Traders (SMMT) shows that there are now 195,000 of the vehicles in the UK – helping bring average CO2 emissions down to their lowest ever mark, despite there being more cars on the road than ever before. The overall number of hybrid and electric vehicles has also increased significantly, by 30% during 2018, and now stands at 620,000 units. However with almost 40 million cars on Britain’s roads, the record low in average CO2 figures is the result mainly of petrol and diesel engines now being much cleaner than before. Average emissions during 2018 were down 17.8% on those from

ten years previously. ’Thanks to manufacturer investment in advanced powertrains, transmission types, lightweight materials and aerodynamics,’ says the SMMT, ‘cars are more efficient than ever before and drivers are seeing the benefits.’ There Society’s figures show that there’s more diversity in the British car market than ever before, with more than 1600 models accounting between them for almost 68,000 different individual specifications. A third of the cars on Britain’s roads are still superminis such as the Ford Fiesta and Vauxhall Corsa, however ‘dual-purpose vehicles’ like SUVs and people carriers have risen to account for more than 10% – making them by far the fastest-growing sector in the market.

ISSN 2632-3761 01283 553243 enquiries@assignment-media.co.uk www.facebook.com/@DriveUK Group Editor Alan Kidd

Editorial Executives

Mike Trott, George Dove

Contributors

Dan Fenn, Rob Ronson, Robert Bracegirdle

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Vic Peel, Richard Hair

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New concept is an ‘Everything Car’

Kia has unveiled the Habaniro concept, creating what it calls the ‘Everything Car.’ With the high stance and short overhangs of an off-roader, the fully electric 4x4 boasts a range of more than 300 miles, level-five autonomous driving ability and ‘more advanced tech than helped land men on the moon.’ Describing the car as ‘a prescient look into the future of mobility,’ Kia says it was designed to be ‘comfortable navigating city streets, carving turns on a coastal road and off-roading with confidence to remote wilderness adventures.’ The company says it’s ‘essentially an all-electric Everything Car, or ECEV – commuter, crossover, sport utility, state-of-the-art technology workroom and adventure vehicle..

Caterham

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Kia

New range for EU CHINESE START- UP Aiways has unveiled a new concept car, which it says offers ‘exceptional levels of intelligence, efficiency and comfort.’ Called the U7 ion, the zero-emissions

SUV follows hard on the heels of the smaller, also all-electric U5 – a production version of which the company says is ‘due for delivery to European markets shortly.’

Following the introduction of new WLTP regulations for vehicle emissions, Caterham has slimmed its range of vehicles for export to the EU to just two models. As a low-volume manufacturer, however, the range of cars it can offer in the UK remains unaffected.

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4 Mercedes-AMG

Revised GLC 63 to be sharper than ever Mercedes-AMG has refreshed the GLC 63, promising ‘sharpened vehicle dynamics’ and ‘optimum connectivity.’ Still available in SUV and Coupe form, the vehicle gains new drive mode features including a three-way dynamic handling control feature and a programme for slippery conditions, as well as revisions to various styling details inside and out. As before, power comes from a 4.0-litre twin-turbocharged V8 petrol engine developing 476bhp (510bhp on S-badged models). Automatic transmission, air suspension and four-wheel drive are standard on all models; the fastest models will accelerate from 0-62mph in just 3.8 seconds.

Volvo

Car-to-car safety data sharing rolled out across Europe

All new Volvos will now carry technology allowing them to share information about slippery road conditions and other safety hazards. The cloud-based system, which has already been in place in Sweden since 2016, is being rolled out as standard across the rest of Europe from the start of the 2020 model year. Among the system’s features are a local-area warning sent out when an enabled car switches on its hazard lights. It also collects information from other enabled vehicles on the road conditions ahead and warns drivers of potential dangers such as slippery surfaces. Volvo has invited the rest of the car industry to join its data-sharing project, which could see a network of cars from many different brands communicating together to warn drivers of challenging situations before they occur. The company has created a digital library of key safety information and challenged its fellow manufacturers to use it ‘in the interest of safer roads for all.’.

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Order book opens for facelifted Mini Clubman Revised styling front and rear, plus new paint colours • Prices start at £21,200 • Available to order now

THE MINI CLUBMAN has been revised for the new model year. The new-look vehicle gains an extended equipment list to go with its refreshed styling, and there are now more ways than ever in which to personalise it. The revised model will be available with three engines, two of which are petrol powered and one diesel. The latter is a four-cylinder unit combining 150bhp, 65.7mpg and a 0-62mph time of 8.6 seconds, making the Cooper D the most economical of the trio. The entry level Cooper model is not far behind on 50.5mpg, while the Cooper S Clubman tops the range in terms of performance with 192bhp and a sprint time of 7.3 seconds. Even this version of the Clubman remains impressively economical to run, with a fuel consumption figure of 44.1 mpg. Whichever engine you go for, it will come as standard with a six-speed manual gearbox. All three units offer the option of a seven-speed Steptronic auto, too. If none of this is enough to get you excited, Mini says a John Cooper Works Clubman will also be added to the range at some point in the future. This, it says, will be ‘extremely sporty,’ which would certainly be in keeping with other JCW models. Styling updates on the 2019 Clubman include a newly designed front grille, which now extends the full height of the bumper, along with chrome hexagonal surrounds that match the standard headlight edging. The bonnet is more domed and features an air inlet further towards the front.

The rear lights, meanwhile, have been updated to feature the design used on the latest Mini hatchback, with its distinctive Union Jack inspiration. All Clubman models now get full LED front and rear lights, too. No mid-life facelift would be complete without some new paint colours, and the Mini gets three of them (for some reason, everything to do with Mini always seems to come in threes…) These are Summer Red, British Racing Green and Mini Yours Enigmatic Black, all of them metallic options. The roof and wing mirror caps, meanwhile, can be finished in either black, white or silver. How many trim levels are there in the new Clubman range? Three, silly. They’re called Classic, Sport and Exclusive and they all provide you with things like rain sensors, auto headlamps and a 6.5” infotainment screen running Apple CarPlay and real-time traffic information. The Sport model adds 17” alloys along with a John Cooper Works

steering wheel and seats, while Exclusive trim gives you leather seats and steering wheel while also upgrading you to the bigger alloys. The new Clubman has an accompanying app, too, allowing you to access a wide range of digital services to keep you connected with the vehicle. If you feel the urge to scoff at this, the sad fact is that you’re probably not the sort of person Mini is trying to sell

to with the Clubman anyway. Though even the most cynical of traditionalists should be able to accept that an onboard 4G SIM card, which enables the car to contact emergency services should it be involved in a crash, is actually rather a good idea. The order book for the new Mini Clubman is open now, with prices starting at £21,200 for the entry level Cooper Classic.

Diesel power for Audi S5 48-volt electric compressor creates most powerful 3.0 TDI ever AUDI HAS ANNOUNCED a new version of the S5, with a 3.0 TDI hybrid diesel engine devloping 347bhp and 516lbf.ft. Fitted with Audi’s 48-volt electric compressor, the engine slings the S5 to 62mph in as little as 4.8 seconds.

In keeping with other S5 models, the 3.0 TDI has sports suspension and four-wheel drive, as well as a standard eight-speed auto box. It will go on sale in the UK towards the end of this year, with prices set to be announced nearer the time.

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New engines for Nissan X-Trail 1.3 petrol and 1.7 diesel powertrains bring lower emissions and better fuel consumption across range

NISSAN HAS ANNOUNCED a major revision to the engine range in its X-Trail SUV. Bringing lower emissions and meeting the latest emissions regulation, the vehicle gains new diesel and petrol units which between

them offer customers the choice of manual or automatic transmission and two or four-wheel drive. The 1.3 DIG-T petrol engine, the smallest yet offered in an X-Trail, is turbocharged to produce 160bhp and 199lbf.ft. It’s available only with front-wheel drive and comes as standard with a newto-the-range dual-clutch automatic gearbox which, Nissan says, ‘provides

a sporty and more direct dynamic experience, improved standing-start performance and smoother power delivery.’ More fun, then. If you want a manual, though, you’ll need to go for the diesel option. Also new to the range is the 1.7 dCi, which develops 150bhp and 251lbf.ft. That latter figure means it’ll feel a lot stronger than the petrol unit, even though it’s not quite as powerful. The diesel engine is available only in six-speed manual form, but can be ordered with two or four-wheel drive. Fuel economy is quoted at 41.5-43.5mpg for the former and 39.842.2mpg for the latter, both on the WLTP scale, while for the petrol unit it’s 33.2-34.9mpg.

Emissions stand at 145-154g/km for the petrol engine. The diesel puts out 137-143g/km in 4x2 form, or 151-154g/km for the 4x4. As before, the X-Trail can be specified in five or seven-seat formats, and depending on the powertrain it can tow up to 2000kg. There are five trim levels in the range, and each of the engine and transmission options is available across all of them. Prices for the revised X-Trail start at £26,590 with the DIG-T 160 engine and £27,095 in 1.7 dCi form; adding four-wheel drive to the latter bumps it up to £28,995. At the top of the range, you’ll pay £31,190 for the petrol model, £31,695 for the 4x2 diesel and £33,595 for the 4x4.

Ultimate Fiesta ST set to go on sale in June Ford Performance Edition • Tuned suspension, LSD, launch control and more • Limited to 600 cars FORD HAS ANNOUNCED what it’s calling ‘the ultimate Fiesta ST.’ On sale from June, with first deliveries expected in early September, the ST Ford Performance Edition is based on the ST-3 model – but, with a huge range of performance mods and luxury additions, bears precious little resemblance to it. First off, it’s orange. Deep Orange, to give the colour its proper name. It has special alloy wheels. And its headlamps are LEDs. For some manufacturers, that would be enough to justify an optimistic ticket price and a loud blast of the special-edition trumpet. But this is not one of those all-fur-coat-and-no-knickers jobs you hear about all too often. Quite the opposite: it’s got a fancy stereo, too. Only joking. Though it does have one, made by B&O don’t you know. But these things are mere footnotes in the story of the Fiesta ST Ford Performance Edition. Let’s take a closer look at those wheels, for starters. These are 10-spoke, 18-inch, flowformed alloys. The flow-formed bit is important, because whatr it means is that they’re lighter, stronger and more durable than the equivalent wheel made by the more common casting process. Flow-forming involves the application of pressure to the inner barrel of the wheel, both while spinning and after it has been cast. This stretches and compresses the alumin-

MG Motor

Limited-Edition treatment for MG ZS MG Motor has launched a new limited-edition version of the ZS. Inventively called the ZS Limited Edition, it gains red highlights on its bodywork and in its cabin, along with diamond-cut alloys, a gloss black grille and exclusive Arctic White bodywork. This adds £950 to the price of the Excite model on which the Limited Edition is based. Put your hand up for one of the 400 units MG has built and it’ll cost you £14,995 on the road.

SsangYong

Finance offers on Rexton and more

SsangYong is currently running finance promotions on a variety of its vehicles. These include 0% offers on the Tivoli, which is currently available from just £179 per month – or £249 per month for the higher-capacity XLV model. The soon-to-be-replaced Korando can be had for £245 per month on Conditional Sale finance, or £289 for a 4x4 diesel model. The high-spec Ultimate model, which was recently added to the line-up, costs a monthly £369 – though bearing that figure in mind, perhaps the strongest offer of the lot is the 5.9% APR PCP scheme on which a Rexton can be had from £349 per month. .

Nissan ium, increasing tensile strength – and allowing a saving of 7kg over the ST-3’s standard alloys. Better still, the vehicle gets a Ford Performance coil-over suspension pack, featuring stainless steel damper housings and powder-coated Ford Performance Blue springs. These combine to lower the its ride height by 15mm at the front and 10mm at the rear, and it can be manually adjusted through no less than 12 settings for bump and 16 for rebound. Ford says the suspension was extensively tested at the Nürburgring by Ford Perfor-

mance engineers, who must really hate their jobs. Enough to be going on with, then? Those paint-and-stickers special editions will have run for the hills by now, but they’ve still got more pain to come because Ford ain’t finished. Not by a long chalk. The ultimate Fiesta ST also gets a tailor-made Quaife limited slip differential, as well as launch control and performance shift light indicators. If you weren’t already certain that this is absolutely the real thing, you should be by now. To us, it sounds like pos-

sibly the most entertaining real-world vehicle of all time. What price the biggest grin ever? Ford is yet to reveal that, but says the car will cost ‘at least £3000’ more than the standard ST-3. So, £25,450 plus the number you first thought of, then. To cut to the chase, the ST Ford Performance Edition sounds very much like a de facto Fiesta RS. Which in turn sounds like a very good reason why Ford will have no trouble at all shifting all 600 of them. Time to get your finance ready, then – June will be here before you know it..

Nissan celebrates 50 years of Z cars

Nissan has unveiled a 370Z styled in homage to the 240Z that changed the history of American motorsport. The 240Z was the first of Nissan’s iconic Z-cars when it was launched 50 years ago. The new 50th Anniversary Editon borrows the look of a car in which Brock Racing Enterprises won a series of championships back in the 70s. It’s all about the image – but with the snorting 370Z behind that paintwork, it’s guaranteed to be pretty epic to drive too.

Issue 4: June 2019

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First Drive

RANGE ROVER EVOQUE

Second-generation version of the fastest-selling Land Rover of all time gains comfort, refinement and a range of mild-hybrid engines – and now feels much more like a Range Rover should

WHEN THE RANGE ROVER Evoque emerged in 2011, few could have foreseen how influential this compact SUV would be – including Jaguar Land Rover itself. The Evoque became the fastest-selling Land Rover of all time – a level of success which JLR will no doubt be hoping to replicate with this new one. So what exactly is new? Well, the Mk2 Evoque uses Land Rover’s new PTA platform (it stands for Premium Transverse Architecture, though no doubt plenty of owners will be on a Parent Teacher Association too), the reason being that it was designed with electrification in mind. All but the entry-level front-wheel drive 148bhp diesel model will be mild hybrids, using 2.0-litre turbocharged fourcylinder engines along with a 48-volt electric motor to aid acceleration and reduce emissions. The front-wheel drive diesel comes with a manual gearbox, whereas all other versions have a nine-speed ZF auto driving all four wheels. There’s a range of three diesel and three petrol versions: D150, D180 and D240, and P200, P250 and P300, all of them named for their

power output. A plug-in hybrid will also be available later this year. On the outside, the Evoque’s exterior mimics the larger Range Rover Velar. In fact, whereas the old model had more of a Freelander-come-over-alltarty vibe, if you think of this one as a more compact, scaled-down Velar, you’ve got the gist of it. To my eye, the design seems to suit the Evoque’s proportions even better, too.

Clever packaging

The body itself is 13% stiffer than before and, even with the introduction of hybrid technology, has only grown 1mm in length. There’s been some clever packaging work going on at Land Rover, as the wheelbase has grown by 21mm, yielding 20mm more legroom in the back and a 10% improvement in luggage capacity. It all sounds like intelligent progress and that’s because this is a worthy evolution of the old car rather than a wholesale revolution. Open up the Evoque, using the Velar-inspired retractable door handles, and you’ll step inside a spacious cabin that has a premium feel and finish.

There’s the usual abundance of leather around the interior, but this can now be substituted for sustainable textiles, including suedecloth, wool blends and even eucalyptus. The latest infotainment from JLR has been installed, with the Touch Pro Duo set-up donning neat graphics. it’s not the fastest system on the market, but no options are more than a couple of touches away. The steering wheel controls have a satisfying operation and the seats can be adjusted electrically in up to 16 different ways. There’s no doubt the interior is a step up over the outgoing model. Once on the move, too, an improvement in refinement is clear to behold, with minimal interruptions from wind and tyre noise. The highest compliment that I can award the new Evoque is that it now feels like a proper Range Rover. The refinement doesn’t just stop with the cabin environment, either. The Evoque’s ride is well damped and in corners there’s only a hint of body roll. We tried the P200 version finished in SE trim: it’s the entry-level petrol model and is likely to be one of the top-selling versions.

While the engine was quiet and worked well in the background with the automatic gearbox, however, it never felt as quick as its on-paper stats would have you believe. I was disappointed with its economy, too, especially as this is meant to be the most frugal petrol unit in the range, blending a state-of-the-art Ingenium engine with JLR’s latest hybrid technology. A return of 27mpg is just not acceptable in something that is supposed to be a usable compact SUV.

My advice would therefore be to stick with either the D180 or D240 models, which will certainly return better fuel economy while also delivering some additional low-range shove. If you do, you’ll be getting a fantastic car. The Evoque is a wonderfully comfortable vessel, reminding me of how easily the Discovery 5 covers ground. It always remains composed, no matter what stretch of road lies ahead – and it manages to retain its heritage when you leave the tarmac, too.

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With a revised version of Land Rover’s Terrain Response 2 technology, indeed, the baby Range Rover is incredibly capable off-road. Traction is never in doubt as the four-wheel drive system just works out what to do and pulls the car forward. And even if things get tricky, there are plenty of features to help the Evoque out. Hill Descent Control gives added confidence on steep slopes, while All Terrain Progress Control acts as a form of cruise control for rough ground. There’s a maximum wading depth of 600mm, too, while new gizmos such as Ground View technology make their first appearance on the Evoque. The latter uses cameras to project the illusion of an invisible bonnet on the touchscreen, so drivers can see clearly what lies next to their front wheels and in front of the bulkhead.

New tech touches

Other neat new touches include the ClearSight rear-view mirror. This can be activated by toggling the traditional rear-view mirror into a HD video screen featuring a wide-angle picture from a camera on the rear of the car, meaning you can always have good visibility even if you’re carrying large items or have a tall passenger in the middle rear seat. The ClearSight mirror is a £315 option on our SE-spec test car, which brings us nicely on to kit levels. Prices for the new Evoque start from £31,600 and even the basic S models come with LED headlights, heated windscreen, rear Isofix mountings, front and rear parking sensors, a rear camera, DAB radio, Bluetooth, cruise control and Lane Keep Assist. SE versions have a powered tailgate, navigation, Apple CarPlay and Android Auto added into the mix, alongside 20” alloys, the Touch Pro Duo upgrade from the entry-level 10” screen and a wealth of safety features such as Traffic Sign Recognition, Rear Traffic Monitor and a 360-degree parking aid. Finally, HSE models gain keyless entry, Windsor leather, an interactive display and Connect Pro, turning your Evoque into a Wi-Fi hotspot – and a saint for keeping children amused. An R-Dynamic option is available across all versions for an additional £1,500, which essentially adds more stylish elements to the Evoque’s already handsome exterior. Whatever version you pick, there’s no reason to go beyond a list price of £45,000. The Evoque has just been awarded the full five-star safety rating from Euro NCAP and residuals are expected to lead the class. Now, at last, it feels like its bigger siblings, carrying over the Velar’s stunning looks and interior while maintaining the impressive on and off-road manners its heritage demands. The baby Range Rover is a baby no more. Mike Trott

SKODA SUPERB 2.0 TSI 272

Range-topping petrol engine turns Superb into an executive car with notable performance THE TOP OF the Superb range has long been a place where Skoda has taken direct aim at its premium competitors. There’s always been a choice here of high-spec models bristling with equipment and luxury trim, and performance variants with some of the tastiest engines the Volkswagen Group has to offer. This is the latest version of the latter. Previous hot Superbs used big engines, but these days the need for low emissions means that’s had to change. What we have as a result is the 2.0 TSI 272, a comparatively small turbo unit tuned for an extremely promising 272bhp and 258lbf.ft. Mated as standard to a DSG automatic gearbox driving all four wheels, the engine is tested here in Sportline trim – the latest addition to the Superb

range, whose various spec upgrades over the SE model on which it’s based include sports suspension, 19” alloy wheels and a sports-style bodykit. That all seems to hold together pretty convincingly as an overall package.

Looks the business

It certainly looks the business. The Sportline bodykit adds some real aggression to what was already a slick looking vehicle, and the combination of tyres and suspension give it a stance that says it’ll corner like it’s on rails. It doesn’t feel too low when you’re sat in it, though. The cabin has a sports-saloon vibe rather than that of a full-on tarmac tearaway, with alcantara seats and a decent range of equipment. It’s not the last word in kit, though – it doesn’t have leather or a reversing

camera, and the sunroof, heated seats and premium stereo in our test vehicle were all non-standard. Between them, the options on our Superb would have added £3140 to its price tag. The fact that they include Dynamic Chassis Control might come as a surprise, what with this being the sports model in the range; you’ll certainly want it for the selectable drive modes it provides. Not that it lacks pace, or comfort, in any mode. Having said that, it’s perhaps not quite as fast as you’d expect with 272bhp – quoted 0-62 time of 5.5 seconds notwithstanding. It’s responsive, and there’s plenty in reserve at cruising speed, but there’s an element of raw excitement that’s missing, certainly when you leave the paddles alone and let the gearbox do the work. Driven like this, we found that accelerating hard from low speeds is likely to involve a series of jerky gearchanges. Yes, we can hear you, why not just use the DSG box then? Well that’s exactly what we did and it worked well, the way DSG boxes always do, but that just made us dream about how much more we’d be enjoying the experience if it was a proper manual with a clutch and a gearlever. We think we’d probably enjoy this particularly because the Superb’s steering, braking and body control set

it up with such agility. It’s responsive in corners, with plenty of feel through the steering wheel, and it rides well considering its intent – something you weren’t able to say about previous generations of the Superb. Like those earlier models, the latest version of Skoda’s flagship is astoundingly spacious in the back, with enormous legroom and a boot which, when the seats go down, looks even longer than the car itself. The front cabin is lovely, too, with an elegance to its design that sits well with the A1 build quality we’ve come to expect from the company.

Not the cheapest

Whether it’s at its loveliest in Sportline trim is very much a matter for personal taste, but at £35,115 on the list (and £38,255 as tested) it’s certainly not the cheapest. If you think its looks are worth the money, you’d always regret not going for it, but if not you’re better served with a more modest trim level. As for the engine, it’s silky smooth, quiet and plenty powerful. We didn’t find it as engaging as we expected, however, whether that was in a straight line or through corners, and we came away yearning for a manual gearbox. The best versions of the Superb are unequivocally brilliant – to us, however, this one is merely very good. Alan Kidd

Issue 4: June 2019

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First Drive

JEEP WRANGLER

New version of an off-road classic remains 100% the real thing – but is now much more civilised on the road THE JEEP WRANGLER is every inch an off-road phenomenon. An icon. A legend. What’s your favourite cliche? It applies. As is normal for a traditional 4x4, though, it’s not so good on tarmac. We won’t beat around the bush. The new Wrangler is still brilliant off-road. In fact in Rubicon trim, with locking axle diffs, ultra-low gearing and a disconnecting front anti-roll bar, it can reasonably claim to be the most capable vehicle ever sold in the UK. But Jeep claims the new Wrangler is now better on the road, too. And unless you’re a hardcore off-roader, that’s what matters most. The new model looks broadly similar to the old one, with Jeep’s signature seven-slot grille at the front and a general chunkiness that has always been rather admirable. The differences are subtle: exterior lighting is now by LEDs and, whereas the previous model was available mainly in Boring Silver and Boring Black, this time Jeep’s UK importer has embraced the madness of a colour palette including various lively hues with names like Mojito and, everybody’s favourite, Hellayella.

Here in the UK, the Wrangler will be available in its usual two and fourdoor formats, with the choice of a 2.2 Multijet turbo-diesel or the new 268bhp 2.0-litre turbo petrol engine. Both come as standard with a new eight-speed automatic box – if you like manuals, the Wrangler has literally nothing for you.

Far more useful

Take our advice and stay away from the petrol. While it may have more power and is quieter on the road, fuel consumption is pretty abysmal and it doesn’t sound especially nice. The diesel, meanwhile, while only yielding 197bhp, makes up for it with 332lbf.ft of torque – which is far more useful in a car like this, whether or not you take it off-road. There are three versions of Wrangler you can buy: Sahara, Overland and Rubicon. The Sahara is the base spec, but even then you’ll be given an 8.4” touchscreen with sat-nav, Apple CarPlay and Android Auto, plus Jeep’s U-Connect infotainment system as standard. The latter works well, even with gloves on, and doesn’t suffer from

too much lag. Visibility is good and there is a very clear rear-view camera for when you want to park up. The Overland model is geared more to luxury, while the Rubicon is the one with the off-road bells and whistles – which include smaller 17” alloys, because less wheel and more tyre is better in the rough. Don’t be fooled, though – any Wrangler is going to be world-class off-road. Inside, there’s clear daylight between this new Wrangler and the old model. It’s far more refined; many people who buy one will have it as a second car, but more than ever you could have it as your daily driver and comfortably cover long distances in it. Perhaps the only real problem with the interior is that the transmission tunnel encroaches into the driver’s footwell, meaning there is nowhere natural to place your left foot. Still, the layout in here has a slightly old-school image – but rather than feeling old, it’s an easy one to like. Materials are good and the build quality sound, even if there was a creak or two from the removable roof in the fourdoor. That’s one of the USPs with the

Wrangler, though – it remains the only open-air four-door SUV available. Roof on or off, the Wrangler is much better on the road than its predecessor. There’s a reassuring weight to its steering which matches its big, brawling personality, but without even becoming hard work to operate. If it’s a brawler, it’s on your side. And thanks to its progressive brakes and a diesel engine and transmission that work well together to deliver a smooth drive, the Wrangler is actually quite civilised.

Old-school

No, it hasn’t turned into a Rolls-Royce, or even a Grand Cherokee. But on the plus side, it hasn’t turned into a RollsRoyce, or even a Grand Cherokee. If you like off-road motors the old-school way, letting that happen is the very

worst thing Jeep could possibly do. So you still get that familiar off-roader driving experience on the tarmac, with some tyre noise and damping that shows the vehicle has intentions elsewhere. But it’s not bad at all. It’s more refined than the new Suzuki Jimny, for example – although you’d expect it to be when it starts from £44,865. That is particularly steep, even if the Rubicon and Overland are only £2000 more. The Wrangler remains an absolute weapon off-road. And now it’s easier to live with on-road, Jeep is set to reap the benefits. That price tag does needs to be seen in the context of usedvalues that will be among the strongest of all time – but even so, it will be an obstacle for a lot of people who would otherwise lap up what is a superb vehicle. Mike Trott

Foxearth Sports Prestige and 4x4 have over 45 years’ experience in the motor industry, so you can rest assured we are here to help anytime you need us, and have built a solid reputation with our customers old and new with only great 5 star reviews written about us on Autotrader, Ebay, Car Gurus, and many more car advertising sites.

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Issue 4: June 2019

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“It can return 50mpg – yet it relishes being chucked about, too”

keeping the Ignis running on the boil. Many times, we talk about cars not feeling as fast as their figures say they should: the Ignis is the opposite. The Allgrip 4x4 set-up, which only adds 50kg, is a fully-automatic system which brings in the rear wheels should grip not be sufficient at the front. If you do venture off-road, there’s Hill Descent Control to aid the navigation of slippery slopes, while Grip Control works at speeds under 18mph to shift torque towards the wheels with the most traction and keeps you progressing, whether it’s tough terrain or just wintery conditions in your way. The Ignis doesn’t just make light work of tricky surfaces, either. Inside, you’ll find a cabin that is spacious considering its external dimensions. There’s useful legroom in the back and lots of headroom, plus the 50:50 rear seats have the neat feature of being able to slide forwards and backwards independently of each other, helping to prioritise legroom or boot capacity depending on the situation.

Up to the challenge

SUZUKI IGNIS SZ5 ALLGRIP

Jack-of-all-trades city-car-sized SUV dishes up plenty of fun at an affordable level AS SOON AS YOU CLAP EYES on the Suzuki Ignis, the one thing you know for certain is that it’s not going to be dull. It’s a funky little looker that breaks the norms of automotive design, styled as it is with playfulness clearly in mind. Its back end may be an acquired taste but, true to Japanese form, the Ignis is refreshingly different, getting you on its side from the very beginning. You’ll notice that it’s quite a tall motor, considering it’s supposed

to slot into the city car sector. It’s narrower and shorter in length than a Mini Cooper, for example, both in terms of wheelbase and overall proportions, but that extra height bodes well for practicality. We’ve got the range-topping SZ5 model, which also boasts four-wheel drive capabilities and mild-hybrid propulsion. So you can have a feisty little SUV, with hybrid levels of frugality and a very generous equipment list, and it’ll cost you £15,499. That’s less

than the entry-level Mini hatch, in case you were wondering.

SUZUKI IGNIS SZ5

Hybrid engine

Seats Fuel Engine Performance Economy

So what do you actually get for this reasonable price tag, then? Well, let’s start with the engine. The Ignis is only available with a 1.2-litre Dualjet petrol unit producing 89bhp, although the aforementioned hybrid system can be added to the mix. This weighs just 6.2kg and, being of the mild variety, doesn’t incorporate any plug-in business. Instead, the electric motor works in the background to ﬁll in the blanks up and down the rev range with additional torque. The result is a car that can easily return an average of 50mpg. But that doesn’t make it a dowdy plodder – on the contrary, it relishes being chucked about. At just 860kg, despite possessing hybrid and four-wheel drive technology, the Ignis is a real featherweight that can zip around and revels in having its power unit thrashed. It’s not quick, with a 0-62mph time of 11.5 seconds. But its slick ﬁvespeed manual gearbox and light controls make it a blast to throw around, and there’s sheer joy to be had in

PRICE

5 Petrol 1242 cc, 4-cyl 11.5 sec, 103 mph 61.4 mpg (NEDC) 105g/km (NEDC) £15,499

VERDICT It’s small and light in weight, but the Ignis is a bit of a giant-killer if you don’t need the sheer size of a full-on SUV. It’s economical to run and great fun to drive, and with the Allgrip 4x4 system it can even go places off-road.

★★★★

At 260 litres with the rear seats upright, the boot is more than up to the challenge of a decent sized weekly shop. Further forwards, there are usable cup holders and door bins for storing loose items. The cabin is light but fairly basic and certainly not an environment you’d label as plush. However, the materials feel durable and the quirky design has been carried through the interior, with the door handles and centre console being of particular note. It’s not the most reﬁned on motorways, but the generous equipment list and low price make up for this. Basic SZ3 models get Bluetooth and DAB radio as standard, while the SZ-T version gains a rear camera and those sliding rear seats. The SZ5 trim, meanwhile, gives you automatic air conditioning, keyless entry and start, LED headlights and navigation. You also get useful technology including Hill Hold Control, lane departure warning and Suzuki’s Dual Camera Brake Support, which uses two cameras to scan the road ahead and can apply the brakes autonomously to assist in preventing accidents. Considering its price tag, the Suzuki Ignis really can surprise you with its abilities, even if it’s in areas in which you wouldn’t expect it to shine. It’s not a perfect vehicle, with its skinny tyres and short wheelbase making for an unsophisticated ride, but besides that the Ignis is a very capable car. It’s fun to drive, cheap to run and more practical than many rivals – as well as cars bigger in size. And it won’t break the bank to buy in the ﬁrst place. If you’re looking for a small, fun car with personality to match its practicality, you could do a lot worse.. Mike Trott

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“It was built for a life on the tools, but it’s also plush and surprisingly comfortable”

SSANGYONG MUSSO SARACEN

Top-spec version of the high-value double-cab is based on an award-winning SUV LAUNCHED LAST SUMMER, the SsangYong Musso has gained plaudits in the commercial sector with its blend of rugged work-truck capability and great value prices, backed up by a market-leading warranty. It’s more than just a beast of burden, though – it’s based on the Rexton SUV, 2018’s champion in the 4x4 of the Year awards, so it has some top-notch DNA built in.

As with most pick-ups, the bulk of Musso sales go to high-spec models. That’s what we have here, in the shape of the range-topping Saracen. Like all Mussos, it’s comfortable, easy to drive and very well equipped. It has nappa leather covering its seats and steering wheel – both of which are heated, and in addition the seats can be cooled. The front ones are power adjustable, too.

Classic

All of this goes towards taking the truck away from the realms of a workaday haunt. You sit up high, you’ve got space to relax and it’s actually a lovely place to be. You’re granted a hefty equipment list, too, which includes LED daytime running lights, automatic headlights and windscreen wipers, cruise control and remote central locking. The multimedia system is displayed though a 9.2” HD screen and features TomTom nav, plus a reversing camera and Bluetooth connectivity. It also has Apple CarPlay and Android Auto, and as usual if your device is compatible this is the way to go.

Good where it counts

The interior wouldn’t stand toe to toe with, say, that of a new Mercedes, as the materials aren’t all premium throughout. But they’re good where it counts, and certainly don’t fall below the bar set by the Musso’s rivals in the one-tonne market. We tested the Saracen with SsangYong’s latest Luxury hardtop, which looks like it will be as practical

in daily life as it would on a building site. There are a few rattles that come in to the cabin as a result, but these are at their most prominent when going over speed bumps and potholes – and then only if the radio is turned down too low. So, safe to say that they’re not very intrusive at all. The only properly irritating thing about the Musso’s cabin, in fact, is technically outside of it. As is common in many trucks fitted with glazed hardtops, the dash-mounted infotainment screen can be reflected in the rear window of the cab, meaning it appears as a constant ghostly image in your rear-view mirror. At times we found it hard to see past the reflections – which appeared to us to be amplified, seemingly raising the beams of any headlamps following close behind you to cabin level. This is only really evident at night, and it’s not dangerous, but we did find it persistently annoying. With the same 178bhp, 310lbf.ft 2.2-litre diesel engine as the Rexton, the Musso pulls strongly. So strongly, in fact, that if required it can carry a full payload of 1085kg while also hauling a 3500kg trailer. Fitted with the optional eight-speed automatic transmission, it gets about in a relaxed manner. It doesn’t struggle to get up to speed and nor does it snatch at you if you plant your foot. Out and about on the road, the Musso rides rather nicely. It doesn’t crash over the aforementioned speed bumps or pot holes – although it is a pick-up truck, so the rear suspension is braced for carrying heavy loads and will inevitably feel fussy or over-firm when you’re running unladen. You’ll quickly get used to it, though, as by pick-up standards (even modern ones, which are very good) it rides well.

Light and effortless

In and around town, or even when avoiding blemishes in the asphalt, steering is light and effortless. It isn’t imprecise, either, and is a big part of the manner in which the truck drives – which, at times, isn’t even truck-like. The Musso isn’t as supple as the Rexton, but those underpinnings certainly haven’t done it any harm. Kitted out with a reversing camera, parking is nowhere near as tricky as it could be, and again the light steering means that things like busy supermarket car parks don’t strike as much fear into your heart as you’d expect. It’s here that not being the biggest truck on the market also helps. That rear bed is still big enough for a Euro pallet, though. Which, with the addition of the Luxury hardtop, means it’s essentially an enormous boot. A high-spec version of a vehicle that trades strongly on value is a risky business. It’s easy to make the spec sheet look impressive by adding lots of kit, but you don’t need to go and double the truck’s price in the process.

SSANGYONG MUSSO SARACEN Seats Fuel Engine Payload Economy PRICE

5 Diesel 2157 cc, 4-cyl 1095kg 35.8 mpg (NEDC) 211g/km (NEDC) £25,680 + VAT

VERDICT The Musso is strong on value, but it’s more than just a cheap truck. In this form it’s comfortable, well equipped and stylish – but not at the expense of remaining entirely credible as a very capable beast of burden

★★★★ As the Rexton shows, SsangYong has become extraordinarily good at that – and the Korean 4x4 specialist has reached an amicable compromise here, too. You get a wad of toys and comfortable leather seats, but aspects that have less sway aren’t as plush as they could be – which is alright. Some of the switchgear is tough rather than swish, and the ﬂoor mats are made from a hard-wearing rubber rather than carpeting. But it is meant to be a work truck, don’t forget. Now, this truck costs £27,245 before tax or accessories. So on the road pricing as tested would be £36,056, plus ﬁtting costs for the tow bar and hardtop, if you don’t get your VAT back.

Genuinely pleasant

That seems a lot, especially given that you can get into a Musso for a little over £20,000 without tax – but then, the Saracen is SsangYong’s answer to the sort of luxury trucks that nowadays wear list prices in and around the ﬁfty grand mark. It doesn’t go to quite the same levels as some of those trucks, but it can hold its own and is genuinely a very pleasant place to be. And while it was ﬁrst and foremost built for life on the tools, in this form it is plush and surprisingly comfortable. On price, it sits in a similar area to many SUVs you may be looking at – and within reason, in this form we reckon it would be competitive with them. It’s well suited to the challenges posed by little persons and, no small matter, it’s really quite cool. George Dove

Issue 4: June 2019

To advertise in Drive, call our team on 01283 553245

Three of a kind of a kind Ford Focus 1.5 EcoBoost Vignale Estate List price: £28,150 Price as tested £31,570 Economy 42.8mpg (WLTP) CO2 129g/km (NEDC)

Peugeot 508 1.5 HDi Allure Fastback List Price £26,339 Price as tested £26,914 Economy 58.9mpg (WLTP) CO2 101g/km (NEDC)

Subaru Forester 2.0i XE Premium List price £31,495 Price as tested £31,495 Economy 32.2mpg (WLTP) CO2 168g/km (NEDC)

There are several obvious differences between the Ford Focus Estate, Peugeot 508 Fastback and Subaru Forester. But at the end of the day, all three are after the same buyers – family-car drivers looking for something that’s safe, practical, good value and moderately premium. Three of a kind? Or different answers to the same question?

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EQUIPMENT

IN THE CABIN WHAT WE HAVE here are three different ways of providing family transport. The Peugeot 508 is a big car that’s heavy on style, while the estate version of the Ford Focus adds a healthy dose of practicality to its midsize hatchback underpinnings. Both are new to the market, whereas the Subaru Forester is due to be replaced soon; it’s an SUV, making it almost the default choice as a family motor in the current market. The Focus is a top-spec Vignale model, and it gives you a whole lot of style and equipment without feeling like a full-on premium car. There’s an awful lot of scratchy plastic around

FOCUS

the lower dash and ﬂoor console that feels hard, even brittle, and that jars a bit alongside all the electronic gadgets and lovely seat leather. There’s plenty of space in the driver’s seat, and in front of you all the controls are laid out with logic and clarity. You get a good view of the road ahead, too, even though you feel like you’re sat quite low, but you’ll be grateful for the rear-view camera when it comes to reversing. In the back, really it’s only for children. Trying to ﬁt one six-footer behind another will result in both feeling cramped, and headroom here is very limited.

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FOCUS Lovely leather seats are the star attraction in a well kitted cabin, but a lot of the plastics feel low-rent and rear leg and headroom are poor

508

It’s the same story with the 508, whose sweeping rear body means it, too, is basically not suited to carrying adults in the rear. Up front, on the other hand, legroom is incredible – even a long-legged six-footer will struggle to reach the pedals with the seat all the way back. We do like the 508’s style, but its cabin is short on substance in places. We found it impossible to adjust the steering wheel so we could see the dash properly, and the cruise control buttons are both unnecessarily complex and completely hidden from view. The media system is operated by a set of chrome-effect keys which

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508 Lots of style, but at times at the expense of substance, plants a few ergonomic landmines. Like the Focus, rear seats are suitable only for kids

FORESTER

look impressive – but, as they’re horizontally set, the graphics telling you which are which are hard to see. The Forester by contrast is very straightforward, to the point of being a little plain. It’s big, roomy and full of light, and it’s the only option if you want to carry a full load of adults, but some of its materials feel, if not cheap, then a little prosaic. You can get one six-footer behind another in the Forester, and in that it’s unique here. The seat leather is not a patch on the Focus’, however – it feels tough and slippery, not soft and accommodating. But for a get-in-anddrive cabin layout, it’s the one.

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FORESTER Bright, roomy and the only option for carrying a full load of adults. Cabin materials and layout are simple, albeit a little too much so at times

PRACTICALITY YOU EXPECT THE Forester to steal a march here, and if a totally flat, hard and waterproof boot floor is the answer to your cargo-carrying needs, it’s got what it takes. But this floor is also very slippery, and there’s no obvious way of controlling your load, so by the time you’ve made it out of the supermarket car park your shopping will be in a jumbled heap. It’s a good big space, however, with a wide, square aperture to load through. and though the rear seats don’t fold completely flat you can get a great deal of cargo into it. The wheelarch blisters look as if they

FOCUS

intrude somewhat, but that’s mainly because the opening behind them is so wide. Up front, oddment stowage is ﬁne without being special, and the same can be said for the Focus. Something both these cars have in common is that it helps to have a universal joint in your wrist – to get things from the back of the Focus’ door pockets, and to reach the bizarrely positioned USB slots in the Forester’s cubby box. The Focus doesn’t share the Forester’s rear legroom, but when its seats go down it turns into an outstanding load carrier. They lie just a few

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FOCUS Rear seats fold very close to ﬂat and a full-width compartment under the ﬂoor adds useful security. Oddment stowage is adeqaute

508

degrees off ﬂat, with no step at all on to them, and with a nice low lip at the bottom of its tailgate aperture it’s a good bet for the inevitable Ikea visits. There’s a shallow but full-width hidden compartment beneath the ﬂoor, too, which is useful for hiding your kids’ tablets and so on. Both the Focus and the Forester have electric tailgates; the former’s is a £450 option, which seems a bit cheeky on an ultimate-spec model, but we found it much better and quicker to operate than the Forester’s. Being a hatchback, the 508 takes a different approach. Its tailgate is vast,

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508 Loadspace is incredibly long with rear seats down, but body shape eats into its height. Hatchback layout is exceptional for everyday loads

FORESTER

and when it’s raised you could use the boot as a landing pad for a pretty decent-sized drone. With the seats down, the cargo area is very long indeed. It’s limited by the height of the roof, and the rake of the rear body, but for shallow loads (Ikea, etc) it’s a giant-killer. There’s a big lip to get your stuff over, though. The 508 is arguably the best of the bunch for oddment stowage, with a good, big glovebox, decent door pockets and a long cubby box whose clamshell lid opens to reveal an interior light that comes on automatically when you open it.

THE FORESTER HAS something unique here, in that’s it’s an SUV with four-wheel drive and a frankly astonishing level of off-road ability. If this matters to you, obviously it wins the whole test by a walkover; certainly, it’s enough on its own to justify the extra money the vehicle costs. If you don’t need that, the Forester is still a well equipped car. As well as a power tailgate, it has a panoramic sunroof as standard – which instantly accounts for almost a grand of the difference in price. You don’t have to pay extra for metallic paint, either, so make that a grand and a half. It shows its age in other ways, however, in particular with a lack of modern driver assistance options. The 508 and Focus are predictably laden with these – though even in this top-spec model, Ford makes you pay an extra £500 for adaptive cruise, auto main beam and trafﬁc sign recognition. The Focus does give you extras like a heated screen and steering wheel, and its alloys are bigger than the others’ at 18”. A head-up display unit is handy, too, its leather sears are far and away the best and the Vignale styling tweaks certainly create an image. But that’s not the image of a car that needs too many options to feel special. And the 508’s image beats it anyway. Both ﬂatter to deceive a little, but for the money you pay Peugeot is more generous than Ford – and Subaru gives you something the others don’t. FOCUS

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508

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FORESTER

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FORESTER Best option of the three for carrying very bulky loads, thanks to a high roof, hard ﬂoor and enormous rear aperture

All three do well for kit, though for a top-speccer the Focus should have more as standard. Four-wheel drive gives Forester unique skills

Issue 4: June 2019

To advertise in Drive, call our team on 01283 553245

ON THE ROAD A C- SEGMENT ESTATE, an SUV and a hatchback that looks like a saloon pretending to be a coupe. Two petrols and a diesel. One auto and a couple of manuals. A pair of new kids on the block, and an old stager. So these should all drive pretty differently to each other, then. Horses being for courses, and all that, we’re not looking for the best driving vehicle here. We’re looking for the one that’s the best at being what it is. You might look at the 508 and ask yourself, well, what is it anyway? It comes on like what Ferrari would do if it wanted to build a four-door hatch, so it immediately has something to live up to. Ferrari would put a howling V8 in it, but the Peugeot tested here has a 1.5-litre diesel. It only puts out 130bhp, but this comes with a side order of 300lbf.ft of torque – which means really meaty acceleration in real-world situations. Mated to a nice, slick manual gearbox, the engine pulls strongly from low revs, allowing you to make good progress without a fuss. It won’t upset you on the motorway, either, with very little wind or engine noise and just a little pattering from the suspension. Ride and reﬁnement are good around town, too, where the 17-inch tyres are tall enough not to be drawn into an argument with the road about the plight of its surface.

Its steering doesn’t feel over-light here, or indeed on the motorway, though on A and B-roads it can appear a little unnatural. It’s perfectly predictable, however, and the 508 holds the road very well while remaining stable through fast corners. The Focus also has a 1.5-litre engine, but it’s a turbocharged petrol unit with a comparitively huge 182bhp. Torque, on the other hand, is just 177lbf.ft; it’s delivered from low revs, so you can cruise around town using higher gears than you expect, but on A and B-roads you need to work the gearbox to make progress (aka have fun). This is no chore as the box is a delight, so keeping the turbo spinning is part of the entertainment. Excellent brakes help here, too, as do levels of grip, suppleness and body control which remind you that the Focus remains a hatchback at heart. It remains composed on a cruise, too, with little road or wind noise.

There’s a certain brittleness to its ride, however, which comes through most around town. It rides quietly over speed bumps and so on, but the road surface in general makes it fuss too easily – a product, we’d guess, of it having much lower-profile tyres than the other two. The Focus’ steering is unnatural at lower speeds, too. The electric system adds weight to mimic feel when you’re making small adjustments, but this feels more like resistance than anything you can usefully interpret. The Forester, so often a surprise package, once again shows its skills. Despite having the highest body of the three, it’s agile, grippy and capable of being cornered hard without rolling or floating. Its body does get jolted from side to side on rough A-roads, but on the motorway it’s as stable as can be. It’s the least refined vehicle here, however. Wind noise is quite evident at cruising speeds, and the suspension

is on the noisy side – even though it rides impressively smoothly. By far the worst thing about the Forester, however, is its gearbox. A constantly variable auto unit, this needs lots of winding up. You can control it to some extent with the paddles on the steering wheel, but in the main each assault on the gas pedal is rewarded with a gale of frantic noise from the

2.0-litre petrol engine which you may or may not drown out with a volley of frustrated swearing. With 150bhp and only 146lbf.ft of torque, the Forester’s engine will always be at a disadvantage. Bolting it to such a horrible gearbox is like sending it out to bat with one hand tied behind its back; with a good manual, the vehicle would be transformed.

HANDLING Which is the most fun? FOCUS

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FOCUS Agile in corners and with really positive brakes, the Focus is fun to throw around. Its engine loves to be revved, too

508

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508 A great manual box and supremely torquey diesel engine, combined with poised roadholding and good balance, make the 508 very ﬂuent in corners

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FORESTER

FORESTER It might sit high up, but the Forester grips like a leech and hardly rolls at all. Only its nasty auto box stops it from giving the others a chasing

MULTIMEDIA

SAFETY FOCUS

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508

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FORESTER

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THERE’S NO LOSER in this category. That might surprise you, but the last EuroNCAP test on the Forester came back with very strong scores – and its higher seating position is an automatic bonus for safety. As you’d expect, however, the newer Focus and 508 offer a great deal more in the way of modern safety kit

and driver assists. In particular, both have autonomous emergency braking as standard. The Forester doesn’t have that, but it has gained lane departure warning during its life. The 508 lacks knee and pelvis airbags, but it scores highest by some way for adult occupant protection. The Forester scored very well for child protection when it was last tested, too. However none of these vehicles does anything other than very well in this extremely important category.

FOCUS

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508

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FORESTER

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NONE OF THESE vehicles excel here. If you’re looking for pin-sharp graphics, instant responses and an intuitive interface, you’re likely to keep looking. The 508’s system looks cool in that it uses ﬂat keys to operate a long, shallow screen. Setting the sat-nav is confusing, though – so much so that

one of us gave up and started using his phone instead. It doesn’t need to be so complex, and frankly it put us off. The screen in the Focus sticks up and out from the facia, which is never good. It works well enough, though, albeit with Ford’s usual light blue background colour that some of us ﬁnd somewhat institutional. The Forester’s system has the excuse of being older, but it’s not disgraced. Unless you insist on Apple CarPlay, it does the same things as the others’.

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CONCLUSION

VALUE AND RUNNING COSTS figures say so, and so do the returns we got during our time with the 1 2 3 4 5 6 7 8 9 10 508 three vehicles. 1 2 3 4 5 6 7 8 9 10 FORESTER This helps the Peugeot cost less HOW MUCH THESE vehicles actu- in terms of first-year road tax, too ally cost is complicated by the many – only by twenty quid compared to options on the Focus we tested – and the Focus, but the Forester will hurt by the size of the discounts you’ll you more than three times as much get on each. If the brokers we’ve as either. asked are to be believed, you can get That’s nothing compared to the some £3000 off this 508 and twice cost of depreciation, however. Here, that off the Focus. Quite a big ‘if.’ we’d expect the Forester to hold Either way, the 508 uses far less its value far better than either of its fuel than the others. The official rivals – Subaru owners are an exFOCUS

Classic

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Ford Focus 1.5 EcoBoost Vignale Estate

Peugeot 508 1.5 HDi Alluire Fastback

Subaru Forester 2.0i XE Premium

SCOREBOARD Cabin Equipment Multimedia Practicality Performance Handling Ride & Reﬁnement Economy Safety Value

7/10 8/10 7/10 8/10 7/10 7/10 7/10 7/10 7/10 6/10

6/10 8/10 6/10 7/10 7/10 7/10 7/10 8/10 7/10 9/10

7/10 8/10 7/10 7/10 6/10 7/10 6/10 7/10 7/10 8/10

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71/100

72/100

70/100

tremely loyal bunch, and used stock is in very high demand. Another plus for the Forester is its ﬁve-year, 100,000-mile warranty. It certainly is the most expensive to buy and run, but not to the extent that you should avoid it if it’s the one you really want. Nonetheless, with its balance of list price, equipment and running costs, the 508 is the value champion here. At more than £4500 less than the others, as tested, it’s hard to make a water-tight case against it.

WE SET OUT to compare three very different vehicles in this test, so it’s our own fault that separating them has proved very difficult. But we’d argue that it’s been very relevant, because if you’re a family car buyer in this kind of price bracket, all three will be firmly after your money. And starting with money, as we all must, let’s acknowledge that at more than £4500 less than either of the others (as tested, at list price), the Peugeot 508 has something very compelling indeed on its side. You can look longingly at the seat leather in the Focus or wish you could drive up that muddy track over there the way the bloke in the Forester can, but four and half grand doesn’t just talk, it roars. That kind of gives the lie to what we aimed to do when we tried to compare a high-spec version of a smaller car with a medium-speccer from the next size up. It’s a conundrum almost every new car buyer faces, but when you end up with a price difference like this it feels a bit meaningless. Instead, we can consider whether, all else being equal, the Focus feels special enough in Vignale form to be considered as a rival to bigger cars. It certainly is nice inside, but one tester after another commented that if it were their money, they’d save it and go for a less fancy version. We were sorely disappointed, too, to find how much of the kit on our test car was optional.

/100

It remains the case that the Focus is a very good car in lots of ways, and the estate adds a huge element of practicality without compromising the way it drives. But stylish though it is, the Vignale edition doesn’t convince us. The Forester certainly didn’t convince all our testers, either, though it did a ﬁne job of dividing opinion. One went as far as to say that it’s the only one he could imagine owning – though with the caveat that the CVT auto box on our test vehicle would be an absolute deal-breaker, however good it might be in however many other ways. The same tester, however, admitted that when he ﬁrst drove the 508, he said the same thing about its sat-nav – but that in retrospect, having considered all three vehicles and looked at their prices, he would choose it ahead of the Focus. And this was a common theme; we tend to feel that while the Focus is marginally better to drive, the gulf in costs is overwhelming. A repeated criticism of the 508 was that it puts form over function at times. But it does so merely in a getting-onyour-nerves kind of a way. The Focus does it in a taking-money-off-you way, which is why the Vignale, nice though it may be, isn’t a winner in our eyes. If the Forester does what you need, it’s the only one worth thinking about. If you don’t need that, each has its pros and cons – but price alone will make it hard to see past the Peugeot.

Issue 4: June 2019

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Higher or lower?

Compact, versatile and not the most expensive cars on the road, superminis always sell well. It’s no surprise, then, that so many marques have horses in the race. This means that there are plenty of options on the market – and price points, too. George Dove ponders whether it’s best to prioritise badge or budget HATCHBACKS ARE VEHICLES that offer a great compromise between practicality, affordability and driving enjoyment. So, in keeping with that theme, we’ve got two reputable nameplates in the sector in versions that are neither entry models nor range-toppers. However, the Suzuki Swift we have is higher up its respective pecking order than the Volkswagen Polo here, so we bid to find out whether it’s better to put your money into a lesser Goliath or a more substantial David.

CABIN There are no two ways about it – the interior of the Beats Edition Polo catches the eye. It’s a mix of the red, off-white and black which echoes that employed by the audio giants with whom Wolfsburg collaborated with for this special edition. It certainly brightens up what is an otherwise very ordinarily designed cabin. That makes it sound very boring and dull, which it isn’t – it’s smart, clean and matter of fact. Perhaps the paler sections shouldn’t have covered such a large surface area, as they’ll be the first to start seeming grubby and weathered. However, the red flash across the dash and around the infotainment screen is nicely judged.

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By comparison, the interior in the Swift SZ-T will be either dull or reserved depending which side of the fence you stand on. It’s a dark affair side by side, with the only bursts of colour being body-coloured inserts in the passenger side of the dash and on the door cards. While this is a welcome flash of colour in an otherwise black-on-black interior, its pinpricked texture is a little incongruous.

PRACTICALITY Both of these cars are pushing for progress in the practicality stakes. The boot on the Suzuki is 265 litres, which isn’t terrible for a car this size and is more than 50 litres more than its predecessor. There is quite a big lip to lift things over, however, and many cars in the sector do have bigger cargo spaces. In the Polo, however, the boot space is 90 litres bigger. That’s not only a lot more accommodating, but it’s closer to that of the bigger Golf than it is the Swift. Door bins are a decent size in both, comfortably fitting a sports bottle in that of the Swift. Those in the Polo aren’t quite as big, and the central cupholders are a little narrow, but it does have neat touches like a glasses compartment on the ceiling and a slot above the gearstick to hold your car parking ticket. Both also have small cubbies beneath the centre console that are ideally placed for your charging mobile, although there’s more of a lip in the Polo and, with the cable plugged in, there wasn’t quite enough space to lay it flat.

EQUIPMENT You get very similar kit lists with these two hatchbacks, with the only differences being that the Polo has a speed limiter and has a stop-start function over the Swift – as well of course as a Beats stereo. This is an impressive system, and it does add another dimension to life in the little VW – particularly on longer haul trips. Infotainment screens feature prominently at the centre of the dashboards in these two hatches, with the Suzuki boasting a seven-inch touchscreen and the VW going an inch better. Neither standard system is fantastic, although the Swift doesn’t rely solely on Apple CarPlay or Android Auto for navigation. It isn’t a bad thing that the Volkswagen does, though, as the mobile integration is a very efficient way of doing things when it comes to both media streaming and navigation. With that out of the equation, the VW system is faster and slicker than the Suzuki’s, but you’re still better off going through your phone. A few safety features are present in the Polo, too, with a distance monitoring system plus city emergency

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braking and Predictive Pedestrian Protection as standard. You do get emergency braking in the Swift, as well as a reversing camera as standard, whereas this is an optional extra on the Polo.

ON THE ROAD Up to this point, the Polo has built itself a lead over the Swift on the scoreboard. But it’s here that the Suzuki comes out fighting. Despite the figures suggesting that the two vehicles would be very similar – 0-60 takes the Swift 10.6 seconds to the Polo’s 10.8, while 111bhp and 125lbf.ft play 95bhp and 129lbf.ft. Both offer maximum power high up the rev range at 5500rpm and peak torque at around 2000rpm. On paper, it should be tighter than a tenor’s trouser buttons. But you don’t drive on paper. Unless you’re driving a 2009 BMW Z4 (look up the advert…) Truth be told, the Swift runs away with it in this area. As it always has been, the Polo is a very nice car to drive, but it feels stoical and very matter of fact. Its steering is light and precise, its the body control mature and composed. It does absolutely everything you want of it, cancelling out the impurities of the roads commendably and maintaining a comfortable ride. It feels sluggish, though. In the case of superminis, this is so often followed by the phrase ‘but it’s great fun to wring its neck’ – however this isn’t the feeling we came away with. When you’re milking gear changes you do get the pleasant thrum of the three-cylinder motor, but progress still feels laboured. There is the argument that it’s a 95bhp 1.0-litre hatch, whose purpose is to be comfortable and economical, and that you can’t both have your cake and eat it. But the Swift says you can. By comparison, progress in the Suzuki really does feel much Swifter (sorry). It is mildly more powerful and slightly less torquey than its rival here, but you really feel the influence of the engine’s turbocharger. Whether it’s mid-corner or you’re overtaking, the torque is there on demand, with the influx of power coming only after a brief pause while the turbo spools up. We’re not talking about light speed here (just look at the figures we’re dealing with), but the difference is still very apparent when hopping from one to the other. The Swift also feels a lot lighter – and it is, by more than 200 kilos. This translates into an on-road agility that the Polo just can’t match. Around town, the Swift feels as though it has genuine zip and in-gear acceleration, while on a nice B-road you can really enjoy it. Steering is quicker, too, and

it darts about in the corners with an entertaining sense of urgency. It’s comfortable on motorways too, although it would be a lot more settled if it had a speed limiter like the Polo or, better still, cruise control. Both are quiet and do well at keeping both road and wind noise at bay. The Polo is better in this regard, feeling more like a larger car.

OWNERSHIP COSTS Neither of these superminis will be particularly expensive to run on a day-to-day basis. Both are in reasonably low insurance groups – the Polo is one lower than the Swift, but

they’re still down at the affordable end of the scale. Once again, economy is very similar between these two. Volkswagen state a combined fuel consumption figure of 52.3mpg and the Polo got surprisingly close to that for a small, turbocharged petrol unit as it returned 48.5mpg. Not quite as close, but the Swift is quoted 51.4 and returned 46.7mpg, again not as bad as could have been expected for such an engine. Neither will be too expensive to refill, either, with only three litres in it when it comes to tank size, both should be easily brimmable for a crisp £50 note – depending where you go for petrol, anyway.

It’s very tight between these two. Both take points from each other and depending what you’re looking for they’re both very good cars that are easy to live with. But while the Polo wins more rounds, the Swift is the one we’d go for here. It’s not far behind in any area and it offers better value for money – plus, it’s the nicer car to drive. Bearing in mind that both of these are middle of the range superminis, an on the road price of £18,855 is a lot to ask. And that’s exactly what VW is doing. The Swift costs £14,499, which is much more like it. When the time comes to move on, the Polo will hold its value better, but whether the Suzuki will depreciate by an extra four grand, and the rest, seems unlikely. The styling options on the VW are an acquired taste, and you don’t feel the benefit of the turbo anywhere near as much as you do with the BoosterJet. The Swift is handsome without coming across as try-hard and its engine truly is fantastic. Add in the fact that it’s less demanding on your pocket, and it’s the one to go for here.

Issue 3: May 2019

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A very sound idea Vehicle: Toyota GT86 Year: 2012 Run by: George Dove

DESPITE STATING that I wanted to keep it stock, I almost instantly developed a list of minor alterations I wanted to make to my GT86. One of which was an exhaust. The engine tone, especially above 3000rpm, has a fantastic rasp. So, I was convinced that a new pipe was the answer. However, I also liked that at lower revs it was

pretty anonymous sounding – I don’t sit at traffic lights with people thinking I’m a loud, obnoxious lout. They just see a berk in a white sports car. There’s also the fact that buying and fitting a new exhaust to a car isn’t something you can do with pocket money. But my research revealed a compromise that comparatively cost

peanuts. Within the Toyota Racing Development (TRD) range of official accessories, you can find alternative spoilers, side skirts, new fuel caps, gear knobs, ignition buttons – the range is extensive and right up the street of modders everywhere. Look at how much space there is for bigger exhaust pipes in the rear bumper, and that’ll make sense. But, I’m not into all of that. I love it for the purity of the driving experience – I’m a purist. We’re like the wine people who talk about ‘earthy tones’, but we like steering feel and a manual transmission. What did catch my eye, however, was the TRD Sound Changers. After researching I found out that these tiny, obtusely bent tubes attach to the end of a pipe that feeds engine noise into the cabin. At the cabin end, there’s a hollow little tube that’s been filled with some sound cladding. On offer with the TRD set were three different levels, a red, blue and green one. I ignored the blue and green ones, as it was the red that had no cladding.

Reaching the requisite tubing was, suffice to say, tricky. First off, led by an instructional YouTube video, I began searching the left-hand side of the engine bay but to no avail. After a few moments the penny dropped – the video was American. Looking on the correct side I located the tube in no time. There’s just about room for an arm, but no line of sight. Easily enough I disconnected it and swapped the grey stock tube with the red’un. Hooking it back up was certainly not a one-man job, so I called in help with the second set of eyes deployed in the drivers footwell. Visibility from there was barely better than mine and the guidance consisted of whether or not a flash of red was visible through an opening about the size of a 5p piece. Eventually though it was all sorted, and I took it out for a run. I’d made a note of the decibels

at the redline before the fitting and did the same again after. It was now 0.9 decibels louder. This sounds like nothing, but in the car it was clear. In science, it was a clear increase too – in adding three decibels the volume has actually doubled the sound intensity. I bought the Sound Changers for thirty-odd pounds and to be honest I was half hoping they’d be a load of nonsense. But I get a louder and clearer sound of the engine fed into the cabin from between my feet and to the public I’m no more anti-social. Unless they ever actually meet me.

Overtaken by a bicycle… Vehicle: Skoda Kodiaq 2.0 TDI Scout Year: 2018 Run by: Alan Kidd THE KIND OF off-roading our Kodiaq Scout is made for doesn’t involve axle-deep mud and ruts, obviously. But it’s way ahead of your typical crossover or soft-roader at this kind of stuff. Along with the drive mode dial, it has an Off-Road button that trims the electronic drivetrain and chassis settings to suit rough terrain – and if the terrain in question gets too rough, there’s a set of underbody guards to protect the delicate and expensive bits. You do need to be careful where you drive. Of course, every single one of us with half a brain will always be careful where we drive, but in the absence of any means of self-recovery we were ultra-cautious about asking too much of the Kodiaq’s ground clearance on an outing to explore the green lanes of West Yorkshire. It’s fair to say that when you’re doing this kind of off-roading, you’re always slightly on edge, looking out for hazards that could take you by surprise. Not that that was going to be a problem in a couple of places, where the ground had been hammered by rainfall erosion to the point where anything other than turning back would have been total madness. This points up a fact of life about off-roading. We’d driven all these trails before – but some years had passed since then, and their condition had changed a lot. You always need to be careful not to get caught out – ‘what the hell’ is never, ever the right answer. On the way down a long, rough gradient near Holmfirth, we found that while the Scout’s hill descent control works well once it’s settled down, when you initially come off the clutch it lets the vehicle’s speed build alarmingly quickly before kicking in. After that, so long as there’s grip available you’ll make good, sure-footed progress down far steeper hills than you’re ever likely to want to try in a vehicle like this. The traction control system, on the other hand, works so quickly you don’t even notice it. Climbing a hill rough enough to lift wheels, there was nothing in the way of spin. First gear, and the engine’s torque, are both deep enough in their own ways for all this to happen without any need for slip, too. In the meantime, an altogether gentler lane provided us with an entirely new experience. We were pootling along happily, splashing our gentle way through a series of surface floods, when a guy on a mountain bike appeared in the rear-view mirror. It’s not a competition, of course, but we’re pretty sure that’s how he was treating it. And he won, by a long way. Ever been overtaken by a pushbike? There’s a first time for everything, and to be fair a green lane is a pretty good place for it. Slow and steady wins the race, and all that… and as far as we’re concerned, the Kodiaq came home with a gold medal round its neck.

Confessions of a Car Maniac

Terrible ideas we’ve been lusting after in the classifieds this month… There is almost an infinite amount of reasons why I shouldn’t have been looking lustfully at the Ford Cougar this month. But there is also one overwhelming reason as to why I was: the price. Right now I’m seeing clean, tidy and relatively low mileage examples of this 20-year-old coupe. And knowing that it shared the goodness of the Mondeo ST-24 only entices me further. I could have a 2.5-litre V6 thrumming away up front, people staring at me from the outside wondering if I require brain surgery and all safe in the knowledge that I’ve paid less than £1000 for the honour. Fortunately, I’m old enough to have been sneered at so much, for so many reasons and by so many people, that I no longer take any notice. The only question is why haven’t I already taken the plunge… Mike Trott

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Gadgets and gizmos Vehicle: Mazda 2 1.5 Sport Nav Year: 2015 Run by: Mike Trott If you were a recipient of Issue 3 of Drive, you may have noticed that I was waxing lyrical about my latest steed. My Mazda 2 is still bringing a smile to my face each time I explore the entirety of its rev range, but while I’m impressed with the technology inside its 1.5-litre Skyactiv-G engine, it’s another kind of tech that has been catching my eye this month. It seems only five minutes ago that the extent of a car’s options list merely stretched to electric windows, a CD player and if you were lucky, cruise control for the most premium of cabins. But today, every interior is dominated by a central touchscreen, a command hub that interlinks all the digital necessities we’ve all come to need to make it through one journey after another. Don’t think I’m building this up only to declare that I miss the days of when choosing the right temperature for the interior consisted of trying to strike the right balance between the blue zone and the red zone on the rotary knob.

Funnily enough, I actually like being able to listen to a track or two from NOW 44 without juggling what feels like the entire stock of HMV and the imminent risk of driving straight into a tree. No, I quite like being able to just press a button, hear the track change and drive on without being impaled on a silver birch. Still, that button pressing can be tricky if you’re driving along and you’re attempting to prod one of the small icons on the ever-enlarging touchscreens housed within our cars. I don’t mind touchscreens as a whole, but for in-car navigation I do admire the rotary dial that comes in my Mazda 2. When stationary, you can flick through menus at the touch of your finger, however once you’re on the move it’s a case of twisting the dial or going without. This system means you’re not actively leaning towards the screen and you can generally reach the required option a lot faster than when your finger is swaying from one side of the screen to the other.

Project find-a-new-car-for-Mrs-Kidd came so close to reaching an entertaining conclusion the other day. I was wandering down the road to pick up my kids from school when past went a Saab 9-3 Convertible. In an instant, I was smitten. The way I always am every time I see one. There’s something about four-seat ragtops that just really works, so naturally I felt that we could perhaps use one in the family. I found a 1.9 diesel on 70,000 miles, for sale privately at comfortably less than three grand. I mean, what’s not to love? And Mrs Kidd liked the look of it too… until she started to wonder if the roof would leak. Did I mention she used to work for a Land Rover specialist? Yet again, so close… Alan Kidd

Infotainment is a subjective thing, so some of you reading this may agree wholeheartedly or some of you may despise the likes of BMW’s iDrive. Personally, it’s just one more thing I like about the Mazda 2 – and it’s another reminder of just how fast technology is changing.

Issue 4: June 2019

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BUYING USED

BODYWORK AND WHEELS

Look out for paw scratches around the door handles of estate models – a common feature of cars that have been used as dog carriers. Very isolated cases of rust showing through on the rear arches – give anything like that a wide berth. GT models had bigger alloys, so be especially wary of kerb damage.

BOOT

Not the biggest you’ll find in a car of this size, nor the most conveniently shaped, but estates are still good load-luggers. As a result, look for signs of a hard life as a surrogate van. Estates have a large hidden compartment beneath their floor, so check in there too.

INTERIOR

Look out for loose or broken plastic trim, and listen for creaks and rattles on the move. Check every bit of electric and electronic equipment, as this is among the most common sources of trouble – especially in the infotainment area, with phone pairing attracting a lot of grumbles.

HONDA ACCORD 2008-2015 £2000-£14,000 The Accord is an elegant looking car whether in saloon or estate form. And people tend to keep them forever – but ﬁrst, you do need to make sure you’ve chosen a good one

THE HONDA ACCORD WAS for several years a popular alternative to the Ford Mondeo. Powered by what was one of the best diesel engines on the market, it sold particularly well to ﬂeets and business users – meaning there are some examples out there on epic mileages. Most of these will be diesels, though the petrol engines in the Accord range shouldn’t be ruled out either. They’re smooth and refined – and, though the figures say they’ll cost more in fuel, they’re likely to be cheaper to run.

We’ve come across several owners who’ve been disappointed with the fuel consumption from diesel Accords, particularly those with an automatic gearbox. In addition, while the engine is beautifully smooth, the inevitable problems with emissions ancillaries will crop up as the miles go by. And there’s no such thing as an EGR or DPF fault that’s cheap to remedy… Other common grumbles from Accord owners tend to relate to its interior. Unlike the previous generation, which was a hatchback, this one

FOUR OF THE BEST £3000 CONVERTIBLES 2005 Saab 9-3 2.8 V6 Aero Convertible 69,000 miles, £2995 Saab may be gone, but the cars it made live on – and remain desirable. The 9-3 ragtop is most popular in diesel form, but this hot version has 250bhp and performance to match. You’ll pay big on fuel and tax, but it comes with full service history.

was available as a saloon or an estate. Despite what looks like a huge rear end, especially on the estate, neither is anything special when it comes to cargo capacity. Called the Tourer, the estate is nonetheless the one to go for, but you should look closely for signs of trim damage caused by a lifetime of use as a stuff-shifter. Some of the fittings up front are more prone to wear and tear than you might hope, too. The plastics tend not to age very well, and trim rattles are a common complaint.

It’s quite rare for electronic features to stop working, however. Though there are lots of them, especially on high-spec models, and the odd gremlin is not unheard of. So take your time and check that everything works – in particular things like the alarm and climate control, which can cost big money to put right. It’s only fair to report another common comment on the Accord, which is that it’s lovely to drive. It tends to remain this way into old age too, as mechanical build quality is very good.

2007 Volkswagen Beetle 1.8T Cabriolet 65,000 miles, £2595 Based on the Golf of the time, the Beetle was a deservedly popular model and makes a great used purchase. This one has the excellent 1.8 turbo engine and bomb-proof manual gearbox; it’s a one-owner car and comes with FSH – and at a very good price. Its black leather interior is looking dated, though, and you’ll pay £300 a year in tax.

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ENGINE

Petrol engines are smooth, quiet and very reliable, and at this age they are probably the best bet. That’s because diesels were particularly popular with fleet buyers and are therefore more likely to be very leggy, and also because they weren’t as good on fuel as the official figures said. The diesel engine is very reliable in itself, but emissions-control ancillaries are its achilles heel.

RANGE ROVER EVOQUE Ë YEARS 2011-2019 Ë PRICE RANGE £9500-£52,000 There’s a choice of petrol engines available, but the 2.2-litre diesel outsold them by a long way. It’s beautifully smooth to drive, but EGR and DPF trouble can be expensive

Cabins are simple but quite elegantly laid out, though high-spec models have a lot of controls. If there’s any area in which an Accord is prone to showing its age, it’s through tatty interior trim

OVERVIEW Derided as a style wagon by Land Rover die-hards, the Evoque defied their scorn by becoming the company’s fastest-selling model of all time. It scored with SUV buyers by blending the image of a modern Range Rover with the size and family-friendliness of a Freelander. IN THE CABIN The Evoque is impressive to look at inside, with a classy dash design featuring a big media screen and lots of premium materials. It’s not very spacious in the back, however, whether for passengers or luggage, and while most have five doors there was also a three-door model whose practicality was even more limited. EQUIPMENT The good news is that even at the bottom of the range, the Evoque is very well equipped. All models have leather, climate, electric seats, big alloys and all-round parking sensors, as well as Bluetooth and a DAB stereo. Beyond the base-spec SE model, you might want to invest in the next-up SE Tech in order to add sat-nav, but beyond that the rest of the range added more to the price than it did to the must-have kit list, and that will be reflected in what dealers in particular demand for used examples.

GEARBOX

We’d only be looking at manual units, especially with a diesel engine, because they tend to be a lot better on fuel. Autos can go wrong more expensively on older cars, too.

Above: If you want to carry big loads, the Tourer model is definitely the one to go for. Watch out for damaged trim in the boot area

PERFORMANCE Most Evoques were diesel-engined, and these engines suit it well. The petrol alternatives tend to be pretty fast, though, and they don’t hold their value as strongly, so if you want a sports SUV they make a good option. Even these aren’t true performance vehicles, though – they’re warm rather than hot. ROAD MANNERS Ride and refinement are adequate rather than sparkling. But some Evoques were fitted with fancy dampers also used in the Ferraris of the time, so they ought to handle especially well. PRACTICALITY There are much more practical SUVs out there for far less money – you’re definitely trading substance for style in this area. RELIABILITY Land Rover has had some grim results in owner satisfaction surveys, and the Evoque did little to improve matters. Its auto box has been linked with many different problems, and electrical gremlins are common too. The tailgate is prone to misalignment, a problem which cropped up when the Evoque was nearly new.

so it’s easy to fall for on a test drive. Just don’t let this blind you to any of the faults that might send you off in the direction of another car – be it another Accord or otherwise. People tend to hang on to Hondas for longer than average, which says a lot. It also means that prices tend to be higher than average for a car of this nature, however. So you might need to sift through a lot of Accords before finding the right one – but once you’ve got it, you might find that you want to keep it forever too.

RUNNING COSTS Diesels promise excellent fuel consumption, but you’ll struggle to match the official figures. Main dealer maintenance will be costly, but there’s a network of independent Landy specialists who’ll do as good a job – if not better. BUYING USED The Evoque is a heart-over-head purchase. Just make sure you don’t let its style seduce you into letting a dealer take you for a mug.

VERDICT Range Rover Evoque

+ Stylish inside and out, all models well equipped - Low on practicality, high on price, plenty of more reliable SUVs out there SUM-UP How much do you want to spend on a look?

2008 Peugeot 207 Coupe-Cabriolet 1.6 GT 39,000 miles, £2995 On an exceptionally low mileage for a car of its age, this 207 has led a gentle life – though it’s already had a new timing chain to keep it healthy. A chic runabout with a folding hard-top, the 207 CC knew who it was aimed at – Peugeot even did a version designed by readers of Elle magazine, so don’t expect it to be a masculine car.

2003 Mercedes-Benz SLK200 46,000 miles, £2999 Another one with a folding hard-top, this is the premium option here – albeit with the rather dated looks of an early SLK. Its 2.0 Kompressor engine gives it a decent turn of pace, though it’s thirsty enough to be steep on tax and fuel alike. It’s had a lot of owners, too, and is on private sale. But with FSH and an immaculate interior, it’s not a lot of money for a very authentic Merc.

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Issue 4: June 2019

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Czech Mates THE BIG STORY

The vRS badge may not carry the same heritage as some monikers out there, but the tagline stretches back further than you may realise. So, we got Skoda’s very latest creation to don the vRS plate and pitched it against the machine that started it all… Words: Mike Trott Pictures George Dove and Alan Kidd THESE DAYS, MOST manufacturers use some sort of acronym or combination of letters to identify its more potent steeds from the common or garden rubbish that Beatrice might buy for getting to and from her blue rinse on a Tuesday morning. Beatrice and her driver, Bert, are unlikely to rank a bonnet scoop or rear diffuser very highly on the list of features for their car, for instance. A beige exterior and windows that lower through the power of electricity are far more compelling highlights. Bert will also want to see more than 126 miles to the gallon from his 1.0-litre asthmatic petrol engine that carries the same sort of power figures as a pencil sharpener. Bert, you could say, is not a petrolhead. Thankfully, car manufacturers don’t just make cars for Bert and Beatrice. In fact, they make cars for people like you and me, the people that like a bit of pizzazz thrown into the creation of our four-wheeled mode of transport. Many carmakers have established performance brands, such as BMW’s

M division or the AMG branch of Mercedes. But while some are well established and have years of pedigree to call upon for their next marketing spiel, some companies out there are just getting started. Seat, for example, have recently launched Cupra as a separate entity, starting with a zesty version of the Ateca and even Hyundai has given it a go with the i30 N. And then, somewhere in the middle, there’s Skoda with vRS. Some of you may be new to this tagline of performance, while others may be aware of its history already. But for most, I suspect you can’t put your finger on when and exactly how the vRS name came about. Let’s head back a little towards the turn of the millennium. Following Volkswagen’s takeover of the Czech manufacturer and move towards full ownership in 2000, Skoda found themselves on an upward trajectory, having overseen the relaunch of the Octavia throughout Europe in the late Nineties. The model was a success for Skoda

and a step towards eradicating their poor reputation from decades gone by. It received a facelift in 2000 to help continue its triumph, but the following year, Skoda went one step further in giving the brand a new image.

Guinea pig

Using the Octavia as the guinea pig, Skoda went to parent company VW and asked very nicely if they could borrow the Golf GTI engine of the time and place it in their family saloon. Skoda must have caught them on a good day, because not only did they hand over the engine, but they also provided some crayons and paper for Skoda to work on tweaking the design. Chunkier bumpers, a spoiler and fancy alloys were all drafted in, while uprated green calipers hugged the brake discs and the suspension was stiffened to give the spruced-up Octavia some nous in the corners as well as down the straights. Its five-speed manual gearbox could be worked to yield a 0-60mph time of 8.5 seconds and the 178bhp GTI-derived power-

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plant would reach 134mph. The vRS was born. Interestingly, the vRS name is unique to the UK market, because on the continent Skoda’s performance models are labelled as RS. When they tried to do the same here, Ford put a stop to it as the American giant was already using the RS name. Still, that means we’ve been treated exclusively to vRS metal, and there has been a smattering of heady Czech machines since the Mk1 Octavia. Most notably, perhaps, is the first-generation Fabia vRS, which broke convention by using diesel power to meet its necessary performance criteria. For some, that might be like turning to your local Chinese takeaway establishment for a Bangladeshi banquet. Or asking the Pope to give a sermon from the Guru Granth Sahib. However, on this occasion it transpires that the establishment serves to cook up a storm and the Pope is actually a raucous speaker who can get any crowd eating from the palm of his hand. Octavia and Fabia models have continued to wear the vRS badge in newer generations. However, the latest machine to be branded with the vRS stamp is an SUV. The Czech company’s seven-seat SUV, the Kodiaq, has now been put into a tracksuit and asked to wear some Adidas trainers, while surgeons have managed to install a pacemaker to ensure there’s an extra bit of kick when needed.

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Like some vRS vehicles before it, the Kodiaq is actually powered by a diesel engine, in this instance a 236bhp 2.0-litre TDI unit that provides a substantial 368lbf.ft of torque and a confident nudge into your back. But there’s a problem, because the Kodiaq gives off the impression it is trying to conform to as many trends as possible, which doesn’t always end well. For example, everybody loves SUVs at present, which is why Skoda has launched three of them in the last three years. But SUVs don’t usually work as performance cars, because

‘On paper, the Kodiaq vRS is the king of box-ticking’ purely by the laws of physics, making a two-tonne heffer quick on its feet and unlikely to fall over around corners takes some serious engineering. You don’t normally find a performance car that can seat seven either, nor would you ideally use diesel unless you’re trying to keep some modesty in the economy stakes. On paper the Kodiaq vRS seems to be the king of box-ticking, with seven

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seats, a spacious and practical cabin, a classy interior and smart exterior, plus there’s its brisk pace, respectable mpg figures and a wealth of configurable driver options, right down to its exhaust note and how harsh or velvety you would like the ride to be. But in trying to be all things on all occasions, the Kodiaq vRS could come up short as a true vRS driver’s car. So to give it a workout and see just how far the badge has come, we’ve brought along one of its older relatives. The Mk1 Octavia vRS may boast styling and technology from the Nineties, but in a digital age where everything is focused on connectivity, does the driving experience in the old car highlight a loss of involvement with the new breed?

Looker

Certainly, the art of performance styling is the same as it has always been. Both of our Czech chargers don attractive sets of rims – the Octavia on 17” alloys while the new-age Kodiaq rolls around on huge 20-inchers. Each has painted brake calipers squeezed behind and further back there’s a sports exhaust on each car, although the Kodiaq’s is more tactfully integrated and cushions against a rear diffuser. The Octavia’s aero package extends to its rear spoiler, which is mere design kudos rather than bringing revolutionary downforce benefits. The Kodiaq has yet to receive a bad word on its looks whilst I’ve been

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Far Left: The seats in the Mk1 Octavia may not be as gripping visually, but they hold on to the driver just as competently Top Right: It’s difficult to know where to look in the Kodiaq with so many screens and systems coming at you

getting to know it, but while it’s clearly a tidy vehicle, there is an element of charm to the Octavia which is hard to match. Maybe it comes with age or maybe I’m in a minority with my admiration, but the Octavia hints at having a more colourful side to its personality without actively dangling it in front of your face like the Kodiaq does. It’s the same story inside, too. Just looking at the Kodiaq’s seats tells you you’ll be going quickly at some point on your next journey. And they are wonderful to sit in, with all manner of electrical adjustments to be played with, while the materials on the seats and around the cabin make it one of the best I’ve been in for some time.

Minefield

You also have a minefield of controls at your disposal, from several different possible displays on your binnacle, to a huge touchscreen with a host of settings to configure, right down to how sporty you’d like the steering, suspension and exhaust note. It’s the opposite story over in the Octavia. There’s no big touchscreen. There’s no faffing around with different driving modes. The seats aren’t as flamboyant and if you want to alter their positioning, you’ll need to put the graft in yourself. You’re free to jump in, use three pedals, a gearstick and a steering wheel – and that’s it. The Kodiaq is a better car to live with, thanks to present day refinement and because of its sheer dimensional advantage. You really could bring six passengers along for a B-road bonanza and with its Dynamic Chassis Control, you can make the Kodiaq a whole lot more tolerant of speed bumps and road imperfections.

The DSG seven-speed automatic gearbox gives you a less stressful commute as well, while you can enjoy modern creature comforts like heated seats. But in having an automatic gearbox, no matter how good it is, you’re adding a middleman between you and the accessibility of your car’s performance. Slide down into the Octavia’s leather human-holders and simply turn the key, slip the gearbox into first and be on your way. And you really will be making progress, even with the old Mk4 Golf GTI engine steaming along. This 1.8-litre turbocharged petrol unit may not be cutting edge, but placing your foot down in third gear from low down the rev range is far more of an event than in the Kodiaq. The taut, precise gearbox gives way to a set of long ratios, meaning you exert your right foot, hear the turbo start to gather itself and then as you clock 2,000rpm the full surge of torque comes from behind and ready to ride like a surfer off the coast of Hawaii. And the revs just build and build to the point where you’re nearly hitting three figures and in serious need of a fourth ratio.

Warp speed

Don’t be fooled – the Kodiaq is a much quicker car. Even with its added mass, the bi-turbo diesel engine can manage 0-62mph in 7.0 seconds and there is so much propulsion from lower revs. Best lock the DSG ‘box in manual mode and not have to wait for the car to figure out which gear would be best, though, and then you can just flick the switch and head down the road at warp speed, flicking through the paddle gears like an F1 driver.

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For me, though, while the pace is unquestionable, the sensation just can’t match the raw showmanship of the Octavia. The Kodiaq’s steering feels numb in comparison and while you can stiffen the set-up on the SUV, it just never feels as natural. Even in Sport mode it can’t hide its substantial mass and stay as flat as the Octavia through the corners. Nevertheless, the Kodiaq isn’t a bad car to drive. Its power is well within reach and, thanks to Skoda’s clever witchcraft, you have a diesel engine that sounds better than most petrol motors out there. So you’ll have fun in the Kodiaq, whether it be on your way to the shops or romping around over the apexes at the notorious Nurburgring. The Octavia loses out to the Kodiaq in most everyday scenarios – and I’d be worried if it didn’t. But none of that matters when you actually want to just jump in your car and go for a drive. In the Octavia you can do that, enjoying the authenticity from the first prod of throttle and input

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of steering angle. You don’t have to configure the car each time you step inside, while the feedback coming through the steering wheel is on another level to the Kodiaq, whether it be torque steer once the turbo is on song or you’re simply reading the texture of the tarmac whilst rounding a selection of silky sweepers. As a car, the Kodiaq is utterly brilliant and there is virtually no situation where you couldn’t depend on the big Czech SUV. It’s lovely to be inside, wonderful to look upon and there is a usability here that you’ll struggle to find anywhere else. But as a vRS, the Kodiaq just can’t match the involvement and physical interaction you get in the Octavia. It may be the best part of two decades old, but its simpler methods of delivering speed and performance mean you’re at the heart of the process, rather than just a supervisor watching over the action. The Kodiaq is very good. But for a real, raw vRS experience, we’d head for the old-school Octavia.

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Back in Town If you like your motorsport to include a bit of argy-bargy, whether that’s on the track or not, then the British Touring Car Championship is and always has been the series for you. And in 2019, we could be in for the best season yet… Words: Mike Trott IT’S THE TIME OF THE YEAR when paddocks and pit lanes across the country awake from their sleepy slumbers and the sounds of highly-strung, octane-burning monsters break out into a euphoric array of lightning-quick liveries and flamethrower exhausts. But one series in particular has been producing some of the most exciting action you’re likely to witness on a racetrack for decades: the British Touring Car Championship.

Legends

Rory Butcher got his first taste of champagne early on in 2019 after taking victory in the final race at Brands Hatch

For years drivers have taken recognisable road cars and pitted themselves against some of the best racers in the land, including Formula 1 drivers, when they could spare the time. Back in the ‘60s when vehicles included the Mini and Lotus Cortina, you’d

have faces like Jim Clark and Graham Hill trying their hand at wrestling the latest production cars around the track. And they really were production cars, often with nothing more than numbers shoved on the doors. It’s changed a lot since then, with cars far more advanced than fifty years ago, plus I can’t see Lewis Hamilton or Sebastian Vettel popping down to Snetterton on their weekend off to drive a stripped out Vauxhall Astra. However, there are plenty of reasons to be excited for the new 2019 season, especially after it kick-started with a trip to Brands Hatch on the 6-7 April. The championship will once again comprise of 30 rounds across ten different race meets, travelling to the best racetracks around the UK and made up of a field of 30 drivers, all willing

Supercar Fest Set for Debut Spectacle

New for 2019, Supercar Fest is a supercar themed festival held at the world’s oldest motorsport venue, Shelsley Walsh, located in the stunning Worcestershire countryside. The one day festival will be showcasing the best modern day and classic supercars ever built. Enjoy unrestricted access to the Supercar Paddock where you can get up close and personal with some of the world’s most exotic machines ever made. Watch the supercars blasting up the famous hill and get your ear plugs ready for some very exclusive supercar and motorsport demonstration runs. Aside from the cars, you and the family can visit one of our many trade stands or grab something to eat and drink in the main courtyard whilst our live bands play some popular music right the way through until 10pm. Advance tickets are only £20.00 & children under 16 are FREE For more information & to purchase your tickets please visit supercarfest.co.uk

to trade paint with one another until one prevails en route to clinching the coveted crown.

Adverse weather

And one driver in particular has set himself up nicely for the campaign ahead. Josh Cook, now in his fifth season of the BTCC, won race one around the Brands Hatch Indy circuit following a titanic battle up through the field in his BTC Racing Civic Type R, after starting tenth and making the switch to dry tyres at the optimum time in what were changeable conditions down in the county of Kent. Another couple of points finishes in races two and three saw Cook leave Brands Hatch with the early championship lead, but he wasn’t the only one enjoying a flying start. Jake Hill

WHAT’S ON • Supercar Paddock (free access) • Non stop supercar demo runs • Supercar parades • Motorsport demonstrations • Car club displays • Classic & sports car show • VIP Hospitality • Live music • Trade stands • Food & drink • Camping • Evening party • And much more!

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piloting his Audi S3 grabbed second place in race one, while BTCC veteran Tom Chilton rounded off the podium for the BTCC opener. Chilton, racing a Ford Focus RS, claimed ninth position in race two before clinching another podium finish in race three to see him end just four points shy of Cook at the end of the weekend. 2013 BTCC Champion, Andrew Jordan, capped another stellar drive in race two whilst driving his all-new BMW 330i M Sport from 15th on the grid through to taking the chequered flag. He had to battle past the 2017 Drivers’ Champion Ash Sutton in his Subaru Levorg GT, who managed to hold onto second place from Adam Morgan at the wheel of a Mercedes A-Class.

New faces

There is an array of manufacturers being represented in the 2019 season. In addition to the aforementioned Ford, Subaru, Honda, Audi, BMW and Mercedes cars, you’ll also find the MG6 GT, Volkswagen CC, Vauxhall Astra and new Toyota Corolla jostling for space on the grid.

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What’s more is that while you may not find current F1 drivers taking time out to compete, you might find one lurking around in the paddock. Indeed, Lewis Hamilton attended the season opener to cheer on his brother, Nic Hamilton, who is embarking on his first full campaign in BTCC for the ROKiT Racing with Motorbase team in his Ford Focus RS. Nic finished in the top 20 for two of the three opening rounds and will be looking to build on his progress throughout the season. There’s further F1 links, too, as former grand prix driver Mark Blundell makes his way to the BTCC grid for 2019 at the ripe age of 53. Blundell has raced for Brabham, McLaren and Tyrrell back during his F1 days, but notably won the 1992 24 Hours of Le Mans. Blundell is under no illusions as to how competitive the BTCC field can be, although still managed to claim a high of 14th in race one. The weekend signed off with Rory Butcher winning the third round, however, in his Honda Civic Type R, with Chilton and Stephen Jelley in his BMW completing the rostrum.

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Six drivers have already surpassed 30 points and in what looks to be yet another tight season, consistency will once again prove vital if the drivers want to rise to the top come October.

Races four, five and six will take place just after this issue of Drive is published across the weekend of 27-28 April, where Donington Park will become the next playground for

the captivating Kwik Fit 2019 British Touring Car Championship. For more information and the latest news on the BTCC, head to the series website at www.btcc.net

30 DATES FOR THE DIARY Shows and events around the UK during the coming month

The Vauxhall Show 2019

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Worth waiting for

28 April Santa Pod Raceway, Bedfordshire

For the ﬁrst time, Vauxhalls take over Santa Pod with one-marque editions of Run What Ya Brung and FWD Drag Series, plus club displays, Show & Shine, Jet Car and more VX frivolities. Gates open at 8am £20 per person (£14 in advance, under 13s free) thevauxhallshow.co.uk

Wheels on Wednesday 1 May Spetchley Park Gardens, Worcester A casual gathering of motoring enthusiasts of all types, coming together for an evening of food, socialising and automotive. There’s sure to be something for everyone, with cars and motorbikes, plus on-site coffee stalls and street food merchants. Gates open at 5pm £3 per vehicle (£2.50 in advance) Wheelsonwednesday.co.uk

The car world went a little mad in the Nineties, which means some gems like this slipped under the radar

Springspeed Nationals 4-5th May Santa Pod Raceway, Bedfordshire New for 2019, the Springspeed Nationals is a tip of the hat to the recently closed Shakespeare County Raceway as Santa Pod takes responsibility of the championship event over the May Day Bank Holiday weekend. With numerous classes for both car and bike, plus entertainment and camping facilities, the shows is starting as it means to go on. Gates open at 12pm Friday 3rd £33 weekend ticket (£25 in advance, 3 kids free per paying adult) santapod.co.uk/springspeed.php

The London Motor Show 16-19th May ExCel, London Featuring everything from electric cars to supercars, there will be manufacturers, suppliers and automotive technology businesses displaying their goods. There will also be a Live Arena and a Live Stage, with performances and celebrity appearances. Gates open 2pm Thursday 16th £20 per person (under 16s free) thelondonmotorshow.co.uk

FIA/FIM Main Event 24-27th May Santa Pod Raceway, Bedfordshire Hardcore drag fans, unite. 300mph dragsters, 200mph bikes plus Jet Cars, Monster Trucks and Live Action Arena shows all in one place. Gates 8am £45 day tickets (£35 in advance, under 16s free) santapod.co.uk/mainevent

Words and Pictures George Dove THERE ARE SOME cases when people look at a car and think “one day”. For Steve Mulvaney, that’s what this car is. But, what is this car? ‘I get a lot of people come up to me and ask what it is. When I say it’s a Subaru the kids usually look shocked that it’s a “Scooby”,’ he chuckles. ‘I remember seeing it at the Motor Show at the NEC when it was revealed back in the Nineties and saying to myself that I’d own one, one day. I still have the brochure somewhere.’

‘‘I get a lot of people come up to me and ask what it is” That brochure would have formalised in ink that the luxury coupe, that entered production in 1992, had a 3.3-litre flat-six boxer that possessed the power of 231 horses and 228lbf. ft, putting its power down through a

four-speed automatic gearbox and an advanced four-wheel drive system.

No-nonsense

‘I used to run several classics at a time, but it was too much hassle,’ says Steve. ‘But five years ago I bought this and have used it as a daily driver without any problems.’ When Steve picked up his 1994 SVX it only cost him around £4,000 and since then he’s covered 40,000 miles trouble-free. At launch, the SVX was Subaru’s attempt at disrupting the luxury performance coupe market. This is evident in the interior, where the dash is smartly decked out with polished wood and push release panels subtly hide the components. In many ways, the SVX feels ahead of its time. To sit in, aside from a few telling signs, it doesn’t feel like you’re in a vehicle that’s coming up on a quarter of a century. It doesn’t drive like it, either. Out on the road, the SVX is calm and composed and, yet again, feels surprisingly modern. It’s well insulated from outside noises from both the road and wind, thanks to the low-drag design, so Steve can happily shed light on life with the vehicle

without me straining to hear, nor him to speak. ‘It’s a very comfortable cruiser,’ he begins. ‘I’ll happily jump in it and drive a few hundred miles down the motorway. I simply set the cruise and it goes along happily. ‘The power comes so smoothly,’ Steve continues as he presses the accelerator to prove his point. ‘It comes to life and picks up speed so effortlessly, and the four-speed gearbox copes really well.’

This shouldn’t be surprising, as the 3.3-litre flat-six was the biggest engine Subaru had produced at the time (and remained so until 2008). But Steve doesn’t just use the SVX as a cruiser – it has been a workhorse on occasion. Believe it or not Steve is a car fanatic, so from time to time the Subaru has been used to carry around parts for some of his other projects, which include a 1950s Jaguar, a Bristol and a custom café racer motorbike. But all of those are stories for another time.

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NEXT MONTH IN

Above: Looking at the suede and wooden interior 25 years on, the SVX doesn’t look its age. Left: There’s something mesmerising about this machine – even the interior door handles. Right: Talk about a suave solution, the push activated panel hiding the radio is neat.

Suave shuttles: seven-seat SUV shootout Before if you wanted transport for seven you’d be looking at an MPV. But as kerb appeal continues to dictate sales, we find put a trio of stylish sept-seaters through the wringer – find out which comes out on top in next month’s issue…

Steve’s SVX is in commendable nick for a car that was first registered a quarter of a century ago, especially given that it’s one of only fifty still on the road in the UK. The SVX was never something you’d consider common, as only a notch over 200 examples ever made it to this country, but it’s even rarer now. This mean that any spares will inevitably be pricey, though. But luckily for Steve, his has run sweetly since the day he got it. There have been a few problems that have cropped up, but thankfully they haven’t hampered the SVX mechanically. ‘There’s been a bit of corrosion around the sunroof, but I’ve got a replacement. It’s just waiting to be treated and swapped over.

‘The headlight washer pump has gone, too. I’ve contacted many people who’re selling theirs for parts or scrap to try and source another – but it seems to have gone on all of them,’ Steve chuckles.

Space age

It wasn’t just in terms of refinement that this big step from Subaru was unlike anything they’d made before, but that was the case with the styling, too. Penned by Giorgetto Giugiaro of renowned design house ItalDesign, it was unlike anything else at the time. The man who also designed the DeLorean created a masterpiece. It’s boxy but flows too, whilst the appearance of the roof as entirely glass is suave still today. Then there’s the split windows

– a rarity that’s often reserved merely for rampaging exotica. ‘I think the split windows really get people’s attention,’ Steve muses. ‘They’re on things like the McLaren F1 and the Countach. But they’re also useful – if it’s raining you can grab the ticket at a car park without getting wet.’ For a petrolhead who had already had his fix of classics, the SVX was an opportunity that Steve took because he felt he owed himself following his first meeting with one all those years ago. But it’s a gamble that has paid off. It’s a story that proves whilst the SVX wasn’t the hit Subaru had hoped back then, it was ahead of its time, and in this case, it manages to hit the spot decades later.

There’s an SUV for every occasion, and here we have a face-off in the compact SUV sector as the Kia Stonic and the Citroen C3 Aircross go head to head, but which small SUV is better? Our Big Story centres on the smallest of pocket rockets. We take the Volkswagen up! GTI on a roadtrip to see if the tartan-clad miniature is a little gem or a big disappointment. We take the VW Caravelle under our wing – and try our utmost not to fall totally head over heels in love with it. Will we succeed?

We’ve had trouble within the ranks of the Drive fleet, which we’ll be looking to solve within the next issue. Fingers crossed…

PLUS!

• First Drives: Jeep Renegade, Skoda Citigo, Fiat 500X, and more • Classic Fiat 500 L • Peugeot 3008 second-hand buying guide

The July 2019 issue of Drive is published on 31 May – and it’s 100% FREE!