Test drive: the new Renault Megane GT hot hatch

It’s a fierce looking Megane. Is this the new RS?

Nope. The fourth-generation Renault Megane enters the market with a GT version topping its range, and it’s the fastest, most exciting model until the RS lands in 2017.

Like the rest of the new Megane range, it’s five-door only, and comes with a huge suite of tech available, with everything from crash avoidance and self-parking to head-up displays and adjustable driving modes available.

This GT has something a bit more special up its sleeve, too, in the shape of four-wheel steering. It combines with your choice of 163bhp diesel or 202bhp petrol power, and the sole option of a paddleshift.

Sounds complex.

Indeed, it’s a far cry from the simplistic fun of old Renault hot hatches, but the end product is really quite likeable.

The four-wheel steering - 4Control in Renault speak - means it feels wieldier than its size suggests (it’s wider and longer than any Megane before it). Rather like the system in Porsche’s 911 GT3, at low speeds it turns the rear wheels in the opposite direction to those at the front, making it easier to manoeuvre and more nimble in tight corners.

Above 50mph, the front and rear wheels angle in the same direction, to boost stability - and therefore confidence - in faster corners.

It works, too; the Megane GT has always been a fine handling thing, and it feels sharper still, the 4WS blending in surprisingly naturally. Fun and exhilaration aren’t abundant - it’s not a full-fat, Focus RS or Golf R rival, after all - but it’s tremendously easy to drive this thing quickly.

So how quick is it?

We’ve only driven the petrol thus far, which will make up about a quarter of GT sales. Its 1.6-litre turbo engine produces 202bhp and 206lb ft, enough to yield a 7.1-second 0-62mph time and 145mph top speed.

Those feel about right in the real world, though the engine isn’t one you’ll relish revving out. There’s plenty of torque, and it feels effortless to access it, but stray too close to the redline and the noise can get a bit coarse. Better to shift up early, enjoying the short, tightly stacked ratios of its seven-speed twin-clutch gearbox.

Is it better than the Clio 200’s ‘box?

It’s considerably less sluggish, yes, to the point you might feel compelled to pull at the paddles rather than leave it to do its thing as an automatic. Which does make us wonder if a manual would be more fun yet, were it available.

What that means for the next Megane RS is unclear - Renaultsport spokesmen wouldn’t be drawn on whether 4WS or paddleshifting gearboxes will make it to the next RS, though they seemed pretty adamant it will retain its raw, driver-focused nature.

What about the rest of the tech?

The Megane’s infotainment screen - available in landscape or massive, 8.7in portrait form - is wonderfully simple to use, with smartphone-like pinch-and-zoom and big ‘buttons’ that are simple to read and press while driving.

Less successful is the ‘Multi-Sense’ drive select system. With a mildly dizzying selection of modes - Neutral, Comfort, Sport and customisable Perso - it confuses more than it satisfies. The only overtly noticeable step change between modes is the introduction of synthesised engine noise should you go for Sport, something we’d prefer to avoid.

The TFT instruments can also be personalised, thanks to several different layouts and five different colours. You can, should you wish, have a massive purple rev counter to accompany some purple mood lighting on the door cards.

What if I don’t want odd sounds and lurid lights?

Avoid fiddling, and the car will stay in its perfectly acceptable ‘Neutral’ mode with subtle blue lighting in the cabin. Fine by us.

And away from such fripperies, it’s a pleasant place to be, with plenty of rear space and a massive boot. The perks of being five-door only.

The hugging front sports seats are simply fantastic, too, and the whole interior pervades a classiness and build quality one wouldn’t have associated with Renault five years ago.

Does that mean it’s expensive?

Um, we don’t know. The Megane arrives in the UK in June 2016, and prices and proper spec details won’t emerge for a few months yet.

This GT is very good, and the high quality of its cabin and tech curiosity of its four-wheel steering should hopefully be enough to increase public awareness compared to the underrated, off-the-radar Megane GT it supercedes.

But it’ll need to be priced well, too: the outgoing GT typically has thousands lopped off its £23,000 to goad buyers in, and the further north of £20k its replacement heads, the closer into the arms of Golf GTIs and Leon FRs buyers will be sent.

It’s one we recommend keeping your eye on, though…

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New Peugeot 308 GTi by Peugeot Sport this year

Firebreathing new Peugeot 308 GTi hot hatch takes fight to SEAT Leon Cupra

Verdict

Don’t write the Peugeot 308 GTi off from its spec sheet alone, as from behind the wheel it has all of the characteristics of a great hot hatch. It’s fast and responsive when you’re driving hard, but composed and comfortable when you’re taking it easy. It may lack visual drama and the playfulness of some of its rivals but it demonstrates Peugeot can still deliver a cracking hot hatch.

There’s more choice than ever in the hot hatchback class – alongside this new Peugeot 308 GTi, Renaultsport’s Megane 275 Trophy has been released, Honda massaged 306bhp out of the new Civic Type R and Ford will break new ground with the 345bhp Focus RS later next year.

So, while the 266bhp Pug may look down on paper compared to the 300bhp-plus hatches elsewhere, don’t count it out just yet. The French manufacturer has a long and illustrious history of producing fast and fun hot hatchbacks and the new 308 GTi is no exception.

Developed by the same team responsible for the sweet 208 GTi and rapid RCZ R, Peugeot Sport has dropped in the same 1.6-litre turbocharged four-cylinder engine you’ll find in both the 308 GTi’s stablemates. Here it develops 266bhp and 330Nm of torque, which is sent through the front-wheels via a six-speed manual gearbox. There is no slick-shifting dual-clutch automatic available in the Peugeot – unlike in its VW Group rivals like the SEAT Leon Cupra.

While the GTi may be down on power over the Ford Focus ST Mountune and the Honda Civic Type R, it is considerably lighter than both – that counts for a lot when you don’t pack as big a punch. It tips the scales at only 1,205kg, almost 180kg lighter than the Civic and over 230kg lighter than the portly Focus. 

The suspension on the GTi has been lowered by 11mm and the springs and dampers stiffened, while sticky rubber now wraps new 19-inch alloy wheels. Add in the limited-slip differential and it amounts to a very agile and responsive hot hatch.

Our test car is the pricier of the two Gti variants on offer, with a 247bhp version being £1,600 cheaper. That model comes without the front differential, larger and lighter wheels and figure-hugging bucket seats.

But this more potent version is worth the extra outlay as it’s the limited-slip differential that really lets you get the best out of the GTi. The small steering wheel – which can restrict your view of the dials – begins to make sense, making the 308 feel light on its feet and more responsive to inputs.

The steering is quick, but the feeling is rather numb which can leave you guessing as to how much grip there actually is. But thanks to the diff and sticky tyres, grip is one thing the 308 isn’t short of. Even in wet and slippery conditions you can really lean on the front axle which will see the front wheels dig into the tarmac with unrelenting bite.

Mash the accelerator mid corner and the diff shuffles power to where it can best be deployed and the 308 spits you out at the other end – 0-62mph is over in just 6 seconds. However, the gearbox is a bit of letdown as the throw is too long and feels limp.

It’s very fast and very well resolved but the 308 goes about its business without much drama, which is kind of the point of a hot hatch - the Focus ST feels more erratic and alive on the road.

Ease off and the GTi begins to show its softer side, which is perhaps reflected in its more understated and inoffensive looks. While notably firmer than the standard model, the GTi has a lovely suppleness to its ride quality, allowing it to shrug off the worst of a battered British b-road. It’s probably the best-riding hot hatch this side of a VW Golf R.

Elsewhere, the 308 retains the 470-litre boot form the standard model but rear-passenger space isn’t as generous as you’ll find in some rivals, namely the Golf. The GTi treatment hasn’t transformed the 308’s cabin, but you do get a set of rather supportive and comfortable bucket seats and some decorative red stitching. A reversing camera, climate and cruise control as well as navigation are all standard features, too. 

Source: autoexpress.co.uk

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Tesla Model S 70D preview

The entry-level Tesla Model S opens the unique Tesla experience up to buyers with £50k to spend

Verdict

Driving any Tesla is an occasion and the new 70 models make the experience more affordable than ever. The 70D still impresses with its acceleration and its calm, relaxed nature, while quality and kit make it an easy car to live with. These latest Teslas are making electric car living more appealing than ever.

It might be the super-quick Tesla Model S P90D with its Ludicrous mode that’s grabbing all the headlines, but at the same time a new, all-wheel drive ‘entry-level’ 70D model has also arrived – and we’ve driven it.

It always seems odd to use the phrase entry-level for a car that costs £55,000 (after the Government has chipped in with its £5k electric car incentive), especially when the 70D feels anything but entry-level.

It looks pretty much the same as any other Model S, while the levels of kit, fit and finish are the same as more expensive versions – which means very good.

The badging on the boot refers to the battery pack hidden under the floor – in this case a 70kWh battery. The D refers to the dual motor four-wheel drive system – one motor on the front axle and one on the back – and there’s a rear-wheel drive-only version that’ll save you £4,200.

Tesla claims a range of 275 miles on a single charge (which will cost you nothing if you top up at one of Tesla’s own Supercharger stations), while 0-60 takes 5.2 seconds. That might not be as face altering as the maximum attack models, but it’ll certainly widen the eyes of most passengers, especially combined with the gentle whirr the Model S makes in the process - like a tape deck on fast forward.

It’s difficult to draw comparisons with this all-electric super-saloon, but a BMW 535d M Sport costs a little bit less, is a little bit slower and a little less well equipped. Oh, and with a claimed average of 53mpg the BMW will, in theory, go around 800 miles before you need to fill it up, at which time it you’ll have to cough up about £80. You’ll have to charge the Tesla more frequently, but it’ll probably cost you less than 10% of that for a similar mileage – or nothing if you use a Supercharger. And the Tesla wins hands down when it comes to other running costs like company car tax, due to its zero tail-pipe emissions.

The biggest joy of the Tesla driving experience is the instant arrival of torque from the moment you floor the throttle – either at standstill or at speed. The 70D gets a big 524Nm slug of torque, which keeps on coming up to a maximum speed of 140mph.

However, Tesla’s aren’t all about driving quickly – the 70D is comfortable, riding nicely on its 19-inch wheels over our short test route, and it’s spacious with plenty of room for two or three at the back plus the option of two more seats in the boot (for an extra £2,500).

The weight of the batteries can be felt through corners and the steering’s not BMW sharp, but sit back, relax and enjoy the straight-line bursts that you can’t resist and you’ll have few complaints.

And you’ll not complain about style, quality or kit inside, either – the minimalist design is dominated by the famous 17-inch touchscreen that still shows others how it should be done. And it’ll be continually updated free of charge when the car’s in range of your home wifi network.

Standard equipment is good, with keyless operation, navigation, autonomous emergency braking, lane departure warning and DAB radio among the goodies. Tesla has been quick to catch on to the upgrade options, too, which includes Autopilot. Currently that comprises automatic cruise control, lane keep assistance and self-parking, but that, too, will be automatically upgraded to offer more features over wifi.

Key specs

Price: : £55,000

Engine:: Dual motors, 256 bhp front, 324 bhp rear

Transmission: single speed, four-wheel drive

0-60mph/Top speed: 5.2seconds/140mph

Economy/CO2: n/a

Equipment: Alloys, keyless go, DAB, autonomous emergency braking, 17” touchscreen

On sale: Now

Source: autoexpress.co.uk

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Toyota RAV4 in 2016 - more sports, more savings

Tweaking small SUV sharper design and first introduced hybrid engines to save fuel.

Health development of the car industry as well as the ever-changing needs of customers, forcing Toyota RAV4 to conservative brushed aside, and began to change. The change in design of the Camry, Altis may cause its loyal customers not adapt quickly enough, then continue to turn RAV4.

Small SUV version debuted in 2016 at the New York Auto Show, with a youthful design, sharper. The first change came from the front when the fog lights and grille lowered front bumper. Shaped headlights, as well as the logo where the veins on the bonnet have Sturdy trend. Interior improvements include better materials, a USB port in the front and higher cassette coke.

For the first time Toyota Hybrid technology used for small-sized SUV. Lexus Hybrid like NX300h RAV4, 2.5-liter gasoline engine mounted 4-cylinder Atkinson combined with an electric motor.

Transmission systems are type 4 wheel electronic force distribution Electronic On-Demand AWD. Toyota did not give exact figures, but the engine power of suggestion will over 176 horsepower with internal combustion engines.

Customers have the option of LED technology for headlights, daytime running lights and taillights. RAV4 also incorporates the Toyota Safety Sense new safety includes front brake collision, lane deviation warning, radar cruise control. To help drivers parking, a small SUV with 4 cameras via the screen showing bird's eye.

Besides Hybrid, the car also has a longer version of the SE, with upgrades such as sports suspension, 18-inch rims, exterior contrasting black roof and the same range of front and rear LED lights.

Toyota has not given a price for the new RAV4. SUVs are quite successful in the US, are opponents of the Honda CR-V, Mazda CX-5, Hyundai Tucson and Kia Sportage

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2016 Ford F-150 Limited - new height of luxury pickup

2016 Ford F-150 Limited has seen luxury pickups can fully take up a new level of high-end design.

Full-sized pickups luxurious seems no limit "ceiling". Therefore, there is nothing strange when Ford brought the most advanced equipment called Limited back to pickups F-150s in 2016.

Be ranked higher than the second and the King Ranch Platinum equipped for "genealogy" pickups hit the Ford, F-150 Limited owns all the desirable features. Overall 2016 Ford F-150 Limited is the harmonious combination between the shiny chrome details such as satin fabric, including the grille, door handles, door accessories on the truck, wheels 22 inches and a clearance section and front / rear.

Yet, the 2016 Ford F-150 Limited is equipped with square LED headlamps, cruise control system proactive, integrated LED lights on the mirrors, CCTV system 360 degrees, park assist owners and door remote control truck. All these details are not available on any other vehicle in the segment where Ford F-150 is "making rain as the wind". That's not to mention Panorama sunroof and inscription LIMITED "fat" on the edge of the hood.

Inside Ford 2016 F-150 Limited details are true eucalyptus wood trim, leather seats Mojave luxury, the unique instrument cluster and only fashion stitching on the dashboard panel. In particular, the 2016 Ford F-150 Limited supplied plaque engraved VIN and the order shipped by laser on hand rails. Add to that the front seats with massage function, rear seat heating and infotainment system SYNC latest 3.

"We see luxury pickups no lightweight limit," said Mike Levine, spokesman for the branch specialized in producing trucks in Ford, said. "2016 Ford F-150 Limited is a typical example of a light-duty truck can become much more luxurious." When asked about whether Ford has added a similar Limited equipped for Super Duty pickups or not, Mr. Levine said: "We are currently only equipped Limited version manufactured for Ford F-150 line" .

The price of the Ford F-150 Limited will remain confidential until next summer. However, according to Mr. Levine, 2016 Ford F-150 Limited likely will cost about 60 thousand dollars, equivalent to 1.3 billion 

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News: Ford Mondeo 2.0 TDCi 150PS Car Review

An entirely independent and impartial review provided for us under licence by Car & Driving. The views expressed here do not necessarily reflect the views of Your New Car Limited.

Ten Second Review

The latest Ford Mondeo is bigger, glitzier and in 2.0-litre TDCi 150PS guise, quite befuddlingly economical. This one gets to 62mph in 9.4 seconds yet will return almost 70mpg on the combined cycle. Pricing has been kept reasonable and equipment levels are strong enough to give the premium marques something to seriously worry about.

Background

Here in Europe we have a rather supercilious view of American cars. In short, we see them as crude, cheap things with chintzy interiors and engines that consume fuel like there's no tomorrow. Like most stereotypes there's an element of truth there, but it doesn't apply right across the board. Our transatlantic cousins have been enjoying Ford's fifth generation Mondeo for a little while now and we're only belatedly picking up the pace with this model. Perhaps it's not surprising that Ford would wait a little while for European market conditions to swing back towards the Mondeo a bit. Big family saloons and hatches with mainstream badges have been about as popular as a rattlesnake in a ball pit in recent years but there are signs that this might be changing. Specify a current Mondeo with a 2.0-litre TDCi 150PS diesel engine and you'll have a car that will keep you set for the long run.

Driving Experience

The sum total of 150PS might not sound very much when you're looking at a vehicle as big as the latest Mondeo, but cool your jets a minute. This is a diesel engine we're talking about, so the peak power output is actually not really as relevant as the torque it makes. Developing a rippling 350Nm of torque at just 2,000rpm, this engine has more than enough to give the Mondeo a respectable turn of pace. It'll get to 62mph in 9.4 seconds and run onto a top speed of 130mph but even those numbers give little clue as to its midrange strength and flexibility. The engine features a revised engine block, cylinder-head and fuel injection designs, and Ford's lean NOX trap exhaust after-treatment system for even cleaner emissions. 

Want more? Ford's delivering. This 150PS unit will also be offered with Intelligent All-Wheel Drive, which offers a seamless transition between front-wheel drive and all-wheel-drive performance to automatically enhance traction and road-holding when needed. The Mondeo's also the first model for Europe to be built on Ford's global CD-segment platform, which debut Ford's integral link rear suspension. The all-new platform and body structure combination delivers 10 per cent more torsional stiffness than the outgoing model and the Mondeo also gets electrically-assisted power steering for the first time with variable weighting to match the "comfort," "normal" and "sport" chassis settings of Ford's Continuous Control Damping. Road noise reductions of around three decibels in the rear and two decibels in the front have been achieved.

Design and Build

If there's one thing that's defined the Mondeo's design is that it's become bigger and more expensive-looking with each passing generation. This one doesn't divert from that precedent. The front gets Ford's Aston Martin lookalike grille with laser-cut headlamps and a power dome bonnet while the fuselage is far more sculptured and sophisticated in its design than its immediate predecessor. Ford calls the roofline 'a sports coupe profile' which might be pushing it a bit, but it's a handsome thing. The estate version incorporates a retractable panoramic glass roof for the wagon bodystyle. Inside, Mondeo drivers are met with a digital analogue instrument cluster, while a wrap-around centre console design delivers a cockpit-like feel. Materials quality has stepped up a notch again, with a soft-touch instrument panel and flock-lined central front storage area and glovebox. Smart-design front seats feature a thinner seat back - enabling rear seat passengers to enjoy additional legroom without sacrificing space for driver and front passenger. There's ample space for five, and the hatchback boasts a 550-litre boot, which expands to 1,446-litres with the seats folded down. The estate's numbers are 525 and 1,630-litres respectively.

Market and Model

The range runs through Style, Zetec, and Titanium but there are a couple of subtleties to observe here. In Titanium trim, the 2.0 TDCi 150 diesel engine is offered in two versions, normal and ECOnetic, the latter being a tint bit more fuel efficient. Ford also offers a 'subtrim' as well, namely Titanium with 19-inch alloys, which it prices separately at the top of the mainstream range. Prices open at £21,545 on the road for the five-door hatch in Style trim, with the estate costing £22,795. Both of those prices are for the manual car. If you want the Powershift auto, it's only another £1,000 to land it in the next trim level up, Zetec, and the upgrade also nets you gear such as cruise control, a Quickclear heated windscreen, chrome windows trims, powerfold door mirrors, front fog lights, height and lumbar support on the passenger seat as well as a rear seat ski hatch. You can also spec in DAB sat nav for the surprisingly reasonable asking price of £300. One key option to be introduced is Pedestrian Detection, which identifies people and reduces the severity of collisions at speeds of up to 50mph. Active City Stop, a spin-off of this technology, operates at speeds of up to 25mph and aims to prevent you rear-ending the car in front in stop/start traffic. A radar system also drives the Distance Indication feature and Adaptive Cruise Control technology. Cameras support a Lane Keeping Aid and Traffic Sign Recognition, which provides the driver with the speed limit, cancellation signs and overtaking regulations flashed up on the instrument cluster display. There are also full adaptive LED headlights on offer as well as Active Park Assist featuring Perpendicular Parking.

Cost of Ownership

The 2.0-litre diesel engine is offered in both 150 and 180PS power outputs and, as you'd expect, the more modest output results in better fuel economy and lower emissions. Emissions open at 107g/km for the Style hatch manual, with the estate recording only marginally worse numbers at 109g/km. The ECOnetic hatches return 68.9mpg with a manual gearbox, while the non-ECOnetic versions are still hardly fuel guzzlers at 64.2mpg. The Powershift twin-clutch transmission knocks the economy down a bit to 58.9mpg. Those numbers change slightly if you go for the 19-inch alloy wheels with a Powershift hatch then recording 57.7mpg and 128g/km or 56.5mpg and 130g/km if you take the estate. The ECOnetic powertrain includes 16-inch alloys and the sports suspension, which seems a bit of a strange combination but it clearly works. Despite fleet sales falling as a proportion of total Mondeo registrations, Ford cannot afford to overlook this target group and fleet managers will like the look of what they're seeing here. Private buyers will also enjoy the amount of equipment that Ford is including for such a modest sum.

Summary

The Ford Mondeo has changed. It's no longer that scalpel-sharp thing you'd be able to blast down a B-road in, sticking to the tail of a Boxster. It's grown huge and a bit softer, but don't for one minute think that means it's got old and fat. Far from it. The Mondeo is a very cleverly executed thing. Of course, it's also fair to say that having been denied this car for three years since we saw the US model Ford Fusion at the 2012 Detroit Show it's a new car that's not in its first flush of youth. That's as maybe, but Ford has updated the interior from the US car, ditching the chintzy touch-sensitive climate control and improving materials quality. The 150PS diesel engine makes all the right numbers on economy too. It's hard to believe you can get 70mpg on a run in a car that's bigger than a current Mercedes-Benz E-Class. The Mondeo has a lot of work to do to resurrect sales to their former grandeur. Can it get there? Let's just say that after driving this car you might not bet against it.

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Mercedes-Benz CLA at New York Show

The Mercedes-Benz CLA-Class is a compact four-door luxury grand tourer developed and manufactured by Mercedes-Benz, based on the platform of the Mercedes-Benz W176 A-Class and W246 B-Class compact cars, formally launched at the January 2013 North American International Auto Show. The vehicle was previewed as the 2012 Concept Style Coupe at various international locations.

The CLA first went on sale in Europe in April 2013, and was subsequently introduced in the United States in September 2013. Its largest markets being those of Western Europe and the United States. Global cumulative CLA sales reached 100,000 during its first year, called as "our best launch in 20 years" by Mercedes-Benz. In 2015, Mercedes-Benz expanded the CLA family to include the Shooting Brake, a station wagon configuration.

The Concept Style Coupe is a four-door concept vehicle shown during 2012 at various international locations and previewed the 2013 CLA-Class.

The concept was fitted with a four-cylinder turbocharged engine rated 211 PS (155 kW; 208 hp), front wheel drive system, dual-clutch automatic transmission, diamond-look grille from the 2011 Concept A-Class, Alubeam body colour, headlamps shining red at standby mode, indicators with individual points of light up in succession, 21-inch wheels with perforated pins on the spokes, frameless side windows, panoramic roof, metallic-red colouring taillights, instrument panel upholstered in white nubuck leather, anthracite-coloured Alcantara on the upper section of the instrument panel, suede on the sports steering wheel, chrome trim elements and control panels in black anodised finish, surfaces around the HMI control panel in glossy shimmer of black anodised aluminium, four integral seats with integrated head restraints from Sport version of the W176 A-Class, and air vents in the instrument panel from the 2011 Concept A-Class.

The vehicle was unveiled at Avant/Garde Diaries event in Los Angeles, followed by Auto China 2012,[6] and Huashan 1914 Creative Park.

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Volvo V90 (2016) introduce: the S90’s estate mate is here

This is the new Volvo V90, the estate twin to the all-new S90 saloon. It’s the third model to be released in Volvo’s flagship 90 series, joining the well-received XC90 SUV, and will make its public debut at the 2016 Geneva motor show in March.

The styling’s not a complete surprise; the car was revealed in full in leaked photos in January, with the same XC90-meets-P1800 front end as the S90 and a sloping tailgate with enormous, expressive slabs of tail-lights.

As of March 2016, Volvo has confirmed UK pricing for the V90. It starts from £34,555, with two trim levels, ‘Momentum’ and ‘Inscription’ and a choice of two four-cylinder diesel engines, with either front- or all-wheel drive. First customer deliveries are expected in October 2016.

The T8 TwinEngine hybrid variant will follow a few months after launch, arriving before the end of 2016 and commanding a price premium over the D4 and D5 models.

Each of the current 90-series cars – V90, S90 and XC90 – are built upon the same modular ‘Scalable Product Architecture’ (SPA) platform, and share the same engine family and double-wishbone front, composite transverse leafspring rear suspension layout.

Inside, you'll find essentially the same interior as the S90, with little in the way of visible plastic and plenty of leather, open-pore wood and glass. At the rear, the Volvo offers up 1526 litres of bootspace (including underfloor storage) – useful, but a little bit less than rival BMW 5-series and Mercedes E-class estates. Blame that stylish sloping rear glass.

Does it get the same tech as the S90?

Sure does – the ‘Pilot Assist’ semi-autonomous driving system makes a reappearance, governing the car’s speed and steering on motorways at speeds of up to 80mph, providing the driver has at least one hand on the wheel.

Plenty of safety systems too, with cameras scanning for pedestrians, cyclists and even large animals and triggering warning displays, brake pulses and full automatic emergency stops if necessary to avoid hazards from all angles.

The phone-style, portrait oriented touchscreen is updated with the latest smartphone connectivity systems, including Apple CarPlay.

Engines – same as S90?

Yes; the range is made up of Volvo’s current 2.0-litre four-cylinder ‘DriveE’ engine family only.

That includes a brawny 232bhp D5 diesel but the big seller will be the D4 diesel, with 187bhp, 62mpg combined and a 119g/km CO2 rating – all very competitive stats.

From launch you’ll be able to order a D4 with front-wheel drive, available with a six-speed manual or 8-speed automatic gearbox, and a D5 all-wheel drive which is automatic only.

There will also be a T8 ‘TwinEngine’ plug-in hybrid variant following later this year, with more than 400bhp in total and an electric-only range of around 30 miles. It combines a twin-charged four-pot petrol engine and eight-speed automatic gearbox at the front with a large electric motor driving the rear wheels, with the floor-mounted batteries amidships.

Volvo reckons diesel will be the big seller, making up 80-85% of cars. Petrol will account for 5% and the rest will be hybrid.

Inscription trim is expected to be the most popular when orders open in March, and dealer demos will be available in late August/early September, with prices starting from £34,000.

Source: carmagazine.co.uk

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FIRST DRIVE: MERCEDES-AMG C63 S COUPE

Price: $70,000 (est.) 

Powertrain: 4.0-liter biturbo V-8,  469 hp, 479  lb-ft; rwd, 7-speed automatic 

Weight: 3770 lb

0–62 mph: 3.9 sec

Top speed: 155 mph

On sale: Summer 2016 

We savored every mile and every snarling backfire in the old Mercedes-AMG C63 Coupe, but here's the brutal truth about a brutal car: It was compromised. The outgoing two-door was a hastily contrived, late addition to the previous-generation C-class lineup, and suffered for it. Can you imagine another carmaker entertaining the idea of charging more than 60 grand for a coupe with sedan-style, framed-door glass? The old C63 Coupe also performed just like a C63 sedan, which wasn't quite enough to go head-to-head against purebred two-door sports cars. Yes, it had that unforgettable exhaust note, and it was always up for some sideways fun, but it never felt as well conceived as the best competitors.

With the new C63 Coupe, AMG gets serious. Visually, technically, and dynamically, the Coupe is distinct from its four-door brother—and is superior by almost every measure.

It's also, shall we say, girthier. The C63 coupe shares only its doors, roof, and trunk lid with the standard coupe and is about an inch wider than the AMG sedan. The track is 1.8 inches wider than the AMG sedan in the rear and an inch wider in front, partly due to meatier tires. The rear suspension is mounted to the body with stiffer bushings. Its booty is half Kardashian, half ur-Quattro.

That big booty can really move. The C63 Coupe has the kind of traction a C63 sedan driver wouldn't believe—at least until the tires get too hot. You feel the rear tires edging out of line slightly, and with stability in sport or completely off, you'll still have to contain—or revel in—the oversteer. But compared with the sedan, it feels more precise and more neutrally balanced. It wants you to have fun, but not to lose precious tenths for the sake of it. That makes the C63 Coupe the best of both worlds and better controlled than any 3800-lb car has a right to be. Don't worry: Lurid, tire-smoking powerslides are still on speed dial. 

Plenty of the major hardware does, of course, come from the four-door. That means the sedan's twin-turbo, 4.0-liter engine replaces AMG's boisterous, naturally aspirated 6.2-liter V-8. It makes 469 hp in the regular C63 or 503 hp in the C63 S, same as the sedan. It certainly has the muscle, hustling from 0 to 62 mph in 3.9 seconds, according to AMG. If you want it to make anything like the noises of the old 6.2-liter, though, you'll need the optional sport exhaust. Otherwise, it's rather muted.

Mercedes USA reckons almost every buyer will reconcile himself with the likely $10k premium and sign up for the C63 S model. It comes with larger front brake rotors, dynamic engine mounts, and an electronically controlled limited-slip differential. It also has a fifth setting, Race, on the rotary dial that selects drive modes.

The C63 still isn't a true sports car. The steering feels quicker and more precise than before but still doesn't communicate as well as we'd like. The turbo engine is plenty responsive, but the seven-speed automatic transmission lacks the instant response of the BMW M4's dual-clutch transmission. And there's no getting around the fact that this is a big car, bigger in every dimension than an M4, and a huge 337 lb heavier.

That said, the C63 makes an M4 feel about as refined as a Philadelphia Eagles fan. Hopping onto the freeway at the base of a challenging, rock-lined road, we flick the Dynamic Select control to Comfort and our rowdy ride settles into a cosseting cruise. A disappointing murmur of wind noise spoils the solitude, but otherwise, this feels every bit like a luxury car. The richly detailed interior reinforces that feeling. Other brands' coupes major on performance, some on luxury. But none melds the two as successfully as the Mercedes-AMG C63 Coupe, a genuine 24/7 supercar.

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2017 BMW 5-Series/M5, Do you like it?

What It Is

The redesigned and lightened size-medium sports sedan from BMW 5.

Why It Matters

Once the king of fun four-doors, the increasingly heavy M5 has plowed strange ground over the past two generations, both as the ugly and weird V-10 scream-droid and as the current turbo luxury cruiser. We hope that the seventh-generation 5-series/M5 will mark a return to the athletic poise of the much-missed E39 (1997-2003).

Platform

A new platform shared with a redesigned 7-series will use a mix of steel, aluminum, and even carbon fiber. The 5er will be no larger than before and is expected to carry over the same basic suspension setup.

Powertrain

The M5 keeps the current 4.4-liter V-8, but with output boosted past 600 horsepower. Because the current 575-hp M5 is inhibited from posting quicker acceleration numbers by limited (rear-drive) traction, BMW will follow the tire treads of Audi and Mercedes-Benz and add four-wheel drive. Lesser 5-series models will retain their current turbocharged four- and six-cylinder engines. A new turbocharged 4.0-liter V-8 is likely and would be in line with BMW’s current 500-cc-per-cylinder strategy.

Competition

Audi A6/S6, Cadillac CTS/CTS-V, Infiniti Q60, Jaguar XF series, Lexus GS, Maserati Ghibli, Mercedes-Benz E-class.

What Might Go Wrong

The new 5er might be as numb and unsporting as the current car, and with four-wheel drive, the M5 might be too heavy to play.

Estimated Arrival and Price

Look for a debut in late 2016. Pricing should follow today’s model, spanning from just over $50,000 for workaday versions to more than $100,000 for the M5.

Source: caranddriver.com

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