Cars Corporations

Artega GT

Megan — Tue, 07 Dec 2010 19:58:08 +0000

The new Artega GT is a Porsche Cayman S rival at 911 money from a brand new German manufacturer. Delusions of grandeur? Perhaps not, because the chief advisor to the project is Karlheinz Kalbfell, an ex-BMW man who helped launch Mini and Rolls-Royce under German ownership, before moving onto Alfa and Maserati. And the VW Group supplies the engine and transmission – the last car luckily enough to get such a privilege was the KTM X-Bow, and that turned out to be rather good. Has VW backed another winner? Artega GT: the stats and details In Germany the 296bhp Artega starts at just under €75k (c.£60k), €15k (£12k) more than the a 295bhp Cayman S. But once you cast your eyes over the spec sheet it’s not too bad – the GT comes with bi-xenon headlights, proper bucket seats, sat-nav, 19-inch wheels and a twin-clutch gearbox. Spec a Cayman S to that level and the Artega is only ten percent more expensive, and it might just summon up more emotion than the comparatively common Porsche. And under the bonnet? The 3.6-litre V6 engine is lifted from the VW Passat CC, but rather than mounted in the front of family saloon, it’s slung in the middle of the Artega’s aluminium spaceframe. Weight is kept down to 1100kg – a Cayman S piles on 250kg more. Our lime green test car looks stunning. It might be a shorter than a Ford Focus, but it’s nearly as wide and as low as a Lamborghini Gallardo. Add in the labels that the fashonista love – Brembo, Michelin, Eibach, Bilstein – and you’ve got pretty decent ingredients for a sports car. Is the Artega GT a true sports car inside? While the exterior dimensions might hint at a cramped cabin, the interior is a packaging miracle and the otherwise-comfortable Cayman feels cramped in comparison. The bare interior is the reason why. It’s not stripped-out by any means – there is leather and Alcantara aplenty – but there’s no jutting dashboard or intrusive transmission tunnel getting in the way. The cabin is no-frills but it’s by no means meagre, and we rather like the Artega's Aston-esque black crystal key. A curved roof adds headroom while the bucket seats are comfortable and supportive. Behind them is 225 litres of luggage space, while the bonnet has room for another 75 litres of clobber. The fuel tank is a reasonable, but hardly long-distance, 68 litres. How does the Artega GT drive? With 296bhp and 269lb ft, the GT will put in consistent sub-5.0 second runs to 62mph, helped by that instant-hit DSG ‘box, while the top speed is quoted at over 170mph. If you want more involvement, the manual gearbox from a front-wheel drive Audi TT, matched to the shorter final drive ratio from the Quattro version, is available. Compared with a Cayman S, the Artega is quicker, its responses are more immediate and the GT tag is definitely misplaced – this is one genuine sports car. The chassis is both compliant and confidence inspiring – your friend, not your enemey. The steering is light, it’s quick and turn-in is scalpel-sharp. That suspension is firm, but not harsh, with just the right level of communication without being too chatty. Like a 911 the Artega does not call for constant correction. Instead it can sort itself out, as long as you are willing to let it run on a slightly longer than usual leash. Paragon, the company behind Artega, has also done an amazing job of getting the throttle, engine and gearbox to work together on the same page. It's remarkably slick. Any problems with the Artega GT? Our pre-production test car wasn’t perfect – despite a stiff chassis it didn’t have the silent solidity of Stuttgart’s little alligator. And our car’s electronics were also out, with the main multi-function display blank and the Dynamics Set-Up (ABS, ESP, TC) asleep because the system is still undergoing final calibration tests at Bosch. ‘Unfortunately, the definitive software is not yet in place,’ apologises Karlheinz Kalbfell, ‘but I can assure you that the hardware is spot-on. Chassis, steering and drivetrain have all been approved for production.’ You know what? We rather agree with him... Verdict The Artega GT offers up stunning Porsche-aping looks, a reliable VW drivetrain and remarkable packaging. Add in the fact that to drive it’s even more of a sports car than Porsche’s Cayman, and Artega has a winning combination. Whether badge snobs can see past this, or if Artega can keep up with the demands remains to be seen.

Statistics How much? £60,000 Engine: 3597cc 24v V6, 296bhp @ 6600rpm, 258lb ft @ 2400rpm Transmission: Six-speed paddleshift semi-automatic, rear-wheel drive Performance: Sub-5.0sec 0-62mph, 170+mph How heavy / made of? 1100kg/aluminium, steel and carbon How big (length/width/height in mm)? 4010/1880/1180

Mini John Cooper Works

Megan — Tue, 07 Dec 2010 19:52:06 +0000

Mini is attempting to create a sub-brand with JCW – think of it as the company’s own M Division – which means the John Cooper Works is more than the ultimate Mini. It's the first of many high-performance, high-hoon Minis. The first JCW, just driven by CAR Online, goes to war with the Honda Civic Type-R and Ford Focus ST, and while not as spacious as the Ford or Honda, it promises stunning pace and superb consumption and emissions figures. Or so Mini claims. So how does the John Cooper Works differ from the Cooper S? There are many similarities – but a few crucial differences too. First up, the four-cylinder turbocharged engine co-developed with PSA gets 208bhp – up from 173bhp – thanks to new intake valves, reinforced pistons, a new exhaust and revised turbocharger. Mini has confirmed this motor will not power any future Peugeot/Citroen vehicle: it is a JCW motor, and a batty one at that. Elsewhere, the Mini gets the JCW aerodynamic kit, bespoke 17-inch alloy wheels (18s are an option) and larger discs with upgraded calipers. The suspension and seats are as per the Cooper S, but air-con and Dynamic Traction Control are fitted as standard for the first time on a Mini.

Statistics How much? £20,995 Engine: 1598cc 16v turbocharged 4cyl, 208bhp @ 6000rpm, 206lb ft @ 1800-5600rpm Transmission: Six-speed manual, front-wheel drive Performance: 6.5sec 0-62mph, 149mph, 40.9mpg, 165g/km CO2 How heavy / made of? 1205kg/steel How big (length/width/height in mm)? 3730/1683/1407

Alfa Romeo Mito 1.3 JTD Veloce

Megan — Tue, 07 Dec 2010 19:47:09 +0000

The Alfa Romeo Mito has got under the skin of us here at CAR. We're starting to see them on the road in some numbers – helped no doubt by the smashing £8995 scrappage deal under recent Government incentives – and to these eyes it's the best looking supermini by miles. It's arguably the first car to dislodge the Mini from top-dog status. We've tested it here in 1.3 diesel form. And first things first, it's not quite so attractively cheap here: £15,785 before options, which spiral to £18,095 with the addition of dual-zone climate control, leather, parking sensors and metallic paint. So what's all the fuss about? Is the Alfa Mito really good to drive? First things first. Soak up the stunning looks from all angles and then tug the door open. There are lovely handles that feel crafted from solid chrome (they're not) and the door flops open with none of the technical prowess that a Mini's would. It's a small detail, but a metaphor that keeps resurfacing throughout our week with the Mito. Sink into the lovely (but optional) ribbed leather seats, fire up the engine and notice the digital Mito graphics that animate the dashboard. The 1.3 JTD engine has a rattly thrum, but soon quietens down once warm. You'll tell by reading dials that have a slightly naff typeface, but the effect of reading Giri and Acqua has a strange effect on many petrolheads... Perky performance with responsibility Why would you choose a diesel Mito? Especially one that costs so much? Don't forget our test car in Veloce spec is the top of the range model; the same 95bhp JTD starts at a much more realistic £13,960 in Turismo trim. The reason you might consider that rarity of things – a diesel supermini – is the extraordinary emissions and fuel consumption it offers. Yes, yes, we know that small, light cars (the Mito pegs in at 1150kg) benefit less from going derv, but there's no arguing with the 112g/km of CO2 and 65.7mpg claimed economy. If you do high mileages, this car will save you a fortune. Drive off, and the powertrain feels right. Although five speeds seem stingy nowadays, the transmission feels well geared to the engine and the standard stop-start mechanism works unobtrusively once you remember to select neutral at the traffic lights. And that modest 95bhp is countered by a healthy 147lb ft of torque, percolating to the boil at just 1500rpm. It makes for a relaxed, perky drive. You'll still pick one of the excellent petrol engines, including the rapid, Mini Cooper-rivalling MultiAir, if you want aural thrills, but the diesel makes a strong case for itself. So it's a new Alfa Romeo. Guess it falls to bits by the first corner? Sadly, the ride and handling balance appear to fall some way short of the new Giulietta that got CAR's Chris Chilton frothing at the mouth. There's a slightly bobbly ride on the 17in alloys of our test car, but it's no worse than the bouncy, run-flat-shod Mini. What lets the side down – and it's probably the car's biggest fault, more's the shame – is the communication of the chassis. Everyone who drove it felt the steering was downright strange. Alfa says it's fettled the suspension after the UK press roundly criticised the handling of the first Mitos, but there's still a strange lurching effect as you enter a corner, almost as if the front and rear axles aren't attached to the same car. It just doesn't feel very together. You can play with the DNA toggle (Dynamic, Normal, All-weather) which tweaks the steering weight and throttle response, but it makes no difference to the inherent balance of the chassis. The Dynamic setting enables a much more urgent call to action from the accelerator that's entirely preferable to the stodgy standard setting. Is the Mito very mini? Not at all. The baby Alfa is back on the front foot with its accommodation. The driving position is essentially good (though taller drivers may find the clutch footrest too far forward) and there is a lot more space in every dimension than the cramped Mini. Two adults can fit comfortably in the back seats (headroom ok, legroom tight for taller drivers) and the 270-litre boot is a good shape and size. In terms of daily practicality, it absolutely trounces the Mini. Is it well built? The Alfa Romeo Mito feels as well screwed together as similarly priced superminis. BMW's Mini does have the edge in materials and perceived quality of construction (I lived with one for a year recently), but the design flair of the Mito is light years ahead. This is a cabin that feels special. The only real criticisms in here are the dullard heating controls and some revolting Competizione fake carbonfibre dash trim. Looks cheap, reflects badly. Verdict The Mito is a flawed gem. It really gets under your skin and I'd buy one in a flash if were in the market for a supermini. From its offset number plate to its stunning looks, it's thoroughly Italian – just the sort of car Alfa should be building. It's let down chiefly by lacklustre dynamics and a few details (do we really want to hear an aftermarket beep every time we lock up and prime the alarm?). But they're not enough to stop us loving the Mito. It's a supermini with real character. Bravo Alfa.

Statistics How much? £15,785 Engine: 1248cc four-cylinder TD, 95bhp @ 4000rpm, 147lb ft @ 1500rpm Transmission: Five-speed manual, front-wheel drive Performance: 112mph, 11.6sec 0-62mph, 65.7mpg, 112g/km How heavy / made of? 1150kg/steel How big (length/width/height in mm)? 4063/1720/1446

Mini John Cooper Works

Megan — Thu, 25 Nov 2010 01:42:21 +0000

Mitsubishi Shogun 3.2 TD Elegance

Megan — Thu, 25 Nov 2010 01:34:45 +0000

Have the 2010 revisions dragged Mitsubishi’s imperious off-roader into 21st century contention? We test the latest Shogun – on the road and off it… Excuse me while I flick through the handbook. Let me see now – ah, yes, here we are: ‘off-road performance’. ‘The Shogun can tackle the most arduous off-road work with confidence,’ it says. Yes, that’s what I thought. ‘Every facet of the Shogun’s development is geared towards superior off-road performance.’ Pause for vigorous nodding. ‘It’s all but unstoppable!’ That’s right! So, why am I stuck? Let’s rewind. I’m off on a trip to a modestly slippery Welsh hillside and I need a proper, grown-up off-roader – a car whose toughness transcends the frippery of the term SUV. The Shogun! Although the Mk4 has been outside your school since 2006, they’ve fettled it for 2010, and this is our first taste: the long wheelbase, seven-seat, five-door Elegance model. The new car has lower CO2 emissions than any other car in its class (bar the X5), its 3.2-litre four-cylinder turbodiesel ultimately pumping 224g/km into the Welsh atmosphere (you know the Welsh atmosphere – misty, damp, chilly etc). Better than the Audi Q7 (239g/km), Discovery (244), Grand Cherokee (270) and indeed last year’s Shogun (280). The same engine as before has been tweaked and fettled, increasing power and torque by 18% over the outgoing car, the new figs being 197bhp and 325lb ft of torque. In terms of grunt and go, it’s quite nippy. And the tweaks have hauled the Shogun’s mpg creds up to a not-too-shabby 33.2mpg, making it less of a planet-crusher than Sian Berry would like us to believe. Spot the Shogun in the car park and there’s a moment when you think they’ve delivered the old one by mistake. Jump into the flat seats of the shiny leatherette cabin and you’ll think maybe it’s not the previous model but the one before that. And short of the Tardis itself there can’t be any easier way back to 1990 than ten minutes driving this car. The engine rattles and hums like a U2 album, the flighty steering waives its right to speak and the five-speed auto has a relationship with the engine more troubled than Israel’s with Palestine. And yet… and yet After the first ten minutes I’m absolutely hooked. The agricultural honesty of the Shogun is a potent reminder that life was actually better before BMW, Audi and Porsche crashed the Shogun party, bringing with them fat steering wheels, thick carpets, Oliver Reed drinking habits and less off-road DNA than Stephen Hawking himself. The Shogun is it! And, at just £34,999, it costs a Korean hatchback less than BMW’s X5, making it not only honest, but a proper, life-affirming bargain. And all this love bursts forth even against the sleety background of my bit of Wales, into which the Shogun has sunk. My reactions go like this: swear, throttle (car turns sideways, wheels spin), swear, throttle (further sideways, further spinning), hysterical laugh, neutral, engage centre diff lock, throttle (sideways, wheelspin), handbrake, panic, deep breath, get out, notice there’s no civilisation for miles in any direction, assess wheel positions, get back in, manoeuvre back and forth in 1-inch increments, eventually drive out, hysterical laugh. It was my fault. In these situations you don’t brake (I did), you don’t steer (I steered) and you ease the throttle (rather than performing Riverdance on it). The Shogun was not to blame. It’s an old-fashioned bit of damn good kit, and despite my flailings it got me out and got me home. It makes the German competition look like foppish, overweight ninnies, and there’s no way in a million years I would have attempted that hillside in any of them. No, the Shogun rocks. I would have one, I really would.

Statistics How much? £34,999 Engine: 3200cc 16v 4cyl turbodiesel, 168bhp @ 3800rpm, 275lb ft @ 2000rpm Transmission: Five-speed auto, four-wheel drive Performance: 12.9sec 0-62mph, 110mph, 26.7mpg, 224g/km How heavy / made of? 2300kg/steel How big (length/width/height in mm)? 4900/1875/1900

Cadillac SRX 3.0

Megan — Thu, 25 Nov 2010 01:27:52 +0000

The Cadillac SRX is likely to be the biggest seller in the Americans' relaunched range of cars for Europe. It's a crossover sized around the Volvo XC90, but this time round the new Caddy SRX has just two rows of seats; they've listened to criticism of the last SRX (which sported seven seats in three rows) and tried to make this one less like a jacked-up station wagon and more like a crossover. While some may rue the loss of practicality that entails, the 2010 Cadillac SRX is in fact a very roomy thing. The boot is flat and equipped with Saab-style aluminium luggage rails; the floor is quite high up, but there's a handy cubby hole beneath and the bootlid is operated electrically from the keyfob, driver's chair or back door. Those rear seats fold flat with a clever action, the seat base automatically folding as you lower the backrest. So the 2010 Cadillac SRX is practical. Space for bodies too? Yep. There's no transmission tunnel at all, making rear access very easy. You can easily get three adults to sit in the back: there's plenty of head- and legroom and a good view out. Unlike other Cadillacs we've driven recently, the materials used in the rear compartment are decent quality too. The front seats are let down by a few cheaper shots, however. The ashtray behind the gearlever is flimsier than a child's papier mache half-term project and the chocolate trim in our test car was all pervasive. At least most of the cabin borrows the better quality trim and switchgear from the CTS. How does the new Cadillac SRX drive? Really quite well. While the Escalade feels like a product of the 1980s, the SRX feels much more competitive. The Luxembourg test route of the launch sported surprisingly smooth roads, but the SRX nonetheless rides well. There's a sophisticated feel to the bump absorption and the SRX handles in a benign way. It's far from the best in class dynamically, but it certainly feels up there with the likes of the Volvo XC90. The SRX comes with only one choice of engine: a 3.0-litre petrol V6. Yes, that limits its appeal enormously in Europe, where you may as well lurk in the shadowy fringes unless you offer diesel power. It doesn't feel that fast a performer, despite the figures promising 0-62mph in 8.4sec. This is a heavy car at nearly 1.9 tonnes and the drivetrain conspires against the SRX. The six-speed auto transmisison is very badly tuned, and the merest flex of a toe seems to send the 'box hunting and the revs soaring. It really ruined the driving experience for me. There's no getting away from the fact that a diesel with a lazier, torquier delivery would suit the SRX better. At least the traction is strong, with four-wheel drive standard and a planted stance even on slippery, hilly roads. Verdict Would you consider a Cadillac SRX over established European players? To be honest, you probably wouldn't if we told you it will be sold only in left-hand drive, from a sole UK dealership and only in petrol form. It's a chicken-and-egg situation. Cadillac says it can't invest in such conversions unless sales in Europe justify the cost. Last year Caddy sold 31 SRX crossovers in the UK. Despite some real merit, it's hard to see that number climbing hugely this time round.

Statistics How much? £46,535 Engine: 2997cc 24v V6 DI, 264bhp @ 6950rpm, 223lb ft @ 5100rpm Transmission: Six-speed automatic, four-wheel drive Performance: 8.4sec 0-62mph, 130mph, 24.4mpg, 269g/km How heavy / made of? 1854kg

Suzuki Kizashi 2.4

Megan — Thu, 25 Nov 2010 01:14:41 +0000

Suzuki is evaluating the Kizashi for UK sale. This is the first D-sector, family car entrant from Suzuki, which has historically specialised in small cars and rugged, good-value SUVs. Can the Suzuki Kizashi really tempt us out of our Mondeos and Insignias? Suzuki GB has imported a Kizashi 2.4 Sport to the UK for evaluation with dealers and selected media. CAR's first drive review should reveal if they're barking up the wrong tree - or if there's a case for a family car from Suzuki in the UK. It looks promising in the car park: the design is sharply chiselled, with a striking face, balanced proportions with a hint of old-school Subaru aggression and a stubby rump zipped up with concept car-style alloy-tipped exhausts. Suzuki Kizashi 2.4 Sport: the background The Kizashi isn't quite as big as a Mondeo and the other leviathons of the D-sector. It stretches to 4650mm, making it more of a curious half size between Focus and Mondeo classes - a shade bigger than the 4569mm Skoda Octavia. It's really roomy, though: the front compartment is comfy and there's plenty of space for large adults in row two, although the transmission tunnel impinges on rear legroom and the sunroof robs headroom front and rear. Boot space stands at 461 litres, and it's a large, easy-to-access luggage area. What about the engineering of the Kizashi? This is a new platform, says Suzuki, with no architecture lurking underneath from its SUVs or smaller cars. The 2.4 petrol is borrowed from the Grand Vitara, but upgraded for saloon usage. This is the biggest obstacle facing the Kizashi: Europeans buy hardly any petrol family cars, and the 35.8mpg combined economy and 183g/km will deter plenty of buyers. However, Suzuki claims that it has the largest retail penetration of any UK maker, giving the Kizashi more plausibility. With fewer CO2 tax worries and a likely lower annual mileage, the 2.4 petrol will be less of a hindrance, says Suzuki. It's an unremarkable enough engine. It revs quietly and you'll need to hit high rpms to achieve those sharpish acceleration claims of 0-62mph in 7.8sec. At higher revs, it rasps and shows a turn of speed, but this doesn't feel like a fast saloon. In days when Ford 1.6-litre Ecoboost engines are turning out more power, this engine is off the pace in most key metrics. How does the Suzuki Kizashi drive on UK roads? Very well. The Kizashi's road manners are civilised, our left-hooker had a clean gearchange action, a neutral helm and generally smooth ride and handling. It feels very together. The Sport suspension package includes 18in rims and 10mm lower ride height, yet the Kizashi four-door feels composed on all but the bobbliest road surfaces. Overall, the Kizashi feels smooth, capable and easy to drive. It's a wholly stress-free experience. But we'd have to point out that it also lacks the sophistication of a Mondeo or the polish of a Passat. And the quality? We've already praised the room available (bar the intrusive sunroof) and the milieu of the cabin is well judged. Even in the back, there are soft-touch door trims to rest your elbows on. It feels very well built. And the spec list is generous, as it should be for an anticipated £21,500 price: the front seats are electric, there's keyless entry and ignition, climate control, trip computer, those 18in alloys, xenon lights, ESP and a host of safety equipment. Verdict In many respects, the Kizashi feels like a grown-up Swift. And that's a huge compliment. We love the Swift and named it our 2005 Car of the Year. But is that enough in this sector? The Kizashi would cost between £21,000-£22,000 if it gets the go-ahead for sale in winter 2011. That's serious money that would bag a lesser Mondeo or Insignia, and is knocking on the door of entry-level 3-series territory. Thing is, motorists wanting a good-looking, reliable alternative, bristling with kit and with a polished, relaxing drive won't be disappointed by the Kizashi. There's no diesel looming until the full fruits of the cooperation with VW are felt (an auto and 4wd are also on the cards), and that lack of derv is the Kizashi's killer blow. But Suzuki only needs 500 UK sales to make the numbers stack up, and we suspect it will find sufficient fans among its loyal fanbase. They'll find an accomplished, if extravagant, all-rounder.

Statistics How much? £21,500 Engine: 2393cc four-cylinder, 176bhp @ 6500rpm, 170lb ft @ 4000rpm Transmission: Six-speed manual, front-wheel drive Performance: 134mph, 7.8sec 0-62mph, 35.8mpg, 183g/km How heavy / made of? 1475kg/steel How big (length/width/height in mm)? 4650/1820/1470

VW Passat 2.0 TDI 170 Sport (2010)

Megan — Tue, 23 Nov 2010 14:37:23 +0000

Volkswagen says the new 2011 Passat takes… Actually, can I just interrupt you there to say the Passat Mk7 isn't new, it’s a bloody facelift. New lights, new grille, Bob ist ihr onkel. Okay, so the new, seventh-gen VW Passat does use the same platform as the 2006 car, but Volkswagen claims that every panel is new. But it manages to look almost exactly the same as the Passat it replaces! Maybe that’s a little unfair. The top-spec cars certainly look premium, quite handsome in fact, although I’ll bet a 1.4 on wheel trims won’t be quite so alluring. So what exactly is new? Lots of technology, that’s what. Some of it is stuff we’ve seen before on other VWs (self-parking, XDS differential, adaptive dampers, start-stop) and others that we haven’t, like a drowsiness monitor that senses when your inputs are getting ragged, a solid sign that you’re about to drop off. All three diesel options (1.6 and both 2.0s) and the basic 1.4 petrol come with fuel-saving stop-start tech too. The old VW Passat was actually pretty good to drive. How does the facelifted 2011 Passat stack up? Very well. We drove the top 168bhp diesel mated to a dual-clutch ‘box and it was just about ideal: smooth and gutsy, although the DSG tranny hobbles the fuel consumption to the tune of 8mpg. Like the step from Mk5 to Mk6 Golfs, it’s not radically different, but noticeably more refined. The optional adaptive dampers lifted from the Golf and Scirocco mean you can glide down the motorway without it all falling apart on the twisty bits. It’s not focused like the Mondeo, but it handles tidily with precise steering and good body control, and the XDS diff very subtly keeps the diesel’s 260lb ft in check. Where has the 2011 Passat's extra refinement come from? There’s substantially more bulkhead sound insulation, thicker side window glass (with the option of double glazing) and the windscreen has a thin layer of plastic sandwiched between two panes of glass to keep unwanted sounds out. But there’s also a jump in refinement in terms of perceived cabin quality, which is now miles better than an Insignia’s, although outright cabin space is bettered by the Mondeo. And what about the sexy Passat CC, the coupe that’s really just a better-looking saloon? That’ll be overhauled late in 2011 with the same technical improvements but don’t expect such a marked visual change as this. Verdict If you value driving enjoyment above everything else, you’d still choose the Mondeo, although the Passat is now closer than it was. If you’re concerned about cabin and luggage space you’d buy the Ford too. So where does that leave the Passat? There are still plenty of other reasons to buy it: the cabin is so welcoming, the drivetrains and refinement excellent and because the trade continues to rate the VW as a cut above its Ford-Vauxhall opposition, residuals are strong too. Most definitely not as boring as you think.

Statistics How much? £25,623 Engine: 1968cc 16v 4cyl TD, 168bhp @ 4200rpm, 236lb ft @ 1750rpm Transmission: Six-speed dual-clutch, front-wheel drive Performance: 8.6sec 0-62mph, 137mph, 53mpg, 139/km CO2 How heavy / made of? 1530kg/steel How big (length/width/height in mm)? 4769/1820/1474mm

Cadillac CTS-V Coupe (2010)

Megan — Tue, 23 Nov 2010 14:25:48 +0000

Cadillac is a minute player in Europe. Joe Bloggs in Kensington High Street won’t understand it’s GM’s posh brand in the States – but cars like the new CTS Coupe might shift expectation somewhat. That’s why GM is relaunching Cadillac in Europe – and this distinctive coupe is spearheading the fightback. Don’t underestimate that total lack of brand awareness. Cadillac sold just 177 cars in the UK last year; no one model line broke beyond double figures, the BLS shifting 85 copies, the SRX crossover 31 and the CTS hitting an almighty 30 in 2009. Minuscule sales weren’t a recessionary one-off; in 2008, Brits bought just 171 Yank tanks. Still, they’ve nothing if not persistent. This must be the fifth time in the last two decades that GM’s ‘relaunched’ Cadillac in Europe. The last distributor, Holland’s Kroymans group, went bust in the recession and this time GM’s going it alone with a standalone distribution network. CAR’s met up with Cadillac top brass and driven the entire Euro range of Caddies to see if they’ve got a fighting chance this time. Look out for our news and first drive reviews in the next few days. Cadillac CTS-V Coupe: the lowdown The CTS sedan has been with us for eight years, but then in 2008 Cadillac showed off a sleek coupe spin-off. It made production relatively unchanged and here it is: the production CTS Coupe. Pick from a 3.6-litre V6 petrol (rear- or four-wheel drive, manual or auto) or this range-topping 6.2-litre V8. It’s the latter we tested. The cheapest CTS Coupe retails at £47,536, while the V spec tops a heady £69,785. At present there’s only a single UK distributor in Manchester, but Cadillac’s planning a second sales centre, regional servicing depots and a new way of handling customers (for instance, possibly picking up cars for service etc). £69,785! For a Cadillac! The M5 can rest easy… There’s no getting away from the fact that these new Cadillacs are pricey. But remember there is precious little in the way of competition. Audi and BMW don’t yet make two-door A6 or 5-series models (the Six is a different proposition), leaving the Mercedes E-class Coupe as the only direct rival. And even the loftiest E500 two-door costs ‘just’ £51,185. At least the CTS-V Coupe has serious firepower to back up that lofty price. With the supercharged 6.2-litre V8 more often seen under the hood of a Corvette, the top CTS produces a faintly ludicrous 556bhp and 551lb ft. Cadillac quotes 4.4sec and 175mph (191mph with the manual transmission) for the CTS Coupe, and it feels every inch as fast. Talk us through the driving experience then… The CTS is one surprising car. I usually have serious reservations about American cars brought to this side of the Pond. Chrysler and Dodge have proved exactly how not to do it in the UK, and Cadillac has produced some howlers in the past. But there is something eerily European about the CTS. The CTS Coupe has the same vibe. The exterior style is pure Americana, emphasised by the pointy rump of the CTS Coupe. It’s like an anvil back there. And the V spec model has aggressive centrally banked exhausts and the mother of all mesh grilles. Nineteen inch wheels aren’t too OTT though, hinting at the depth of engineering behind the veneer of style. And inside the CTS Coupe? Another result. No, it won’t get you sprinting out from your Mercedes and Audis, but it won’t send you hunting for the ejector seat button either. The design is crisp and friendly, the materials are generally good, although you will find cheap and nasty surfaces away from the line of sight. Steer clear of the optional sunroof; with it, taller drivers will bond tonsure with rooflining. Not good. But everything’s where you’d expect it and although we’re not keen on the faux carbonfibre trim, the leather and most plastics look and feel right and the driving position is spot on. Those rear seats are tiny, though – and especially hard to access. The CTS Coupe’s boot is small at 298 litres (the E-class Coupe musters 450); although sensibly shaped inside, it has an equally restrictive opening. Cadillac CTS-V driving impressions This is the best bit. The CTS Coupe doesn’t fall down at the first dynamic hurdle. Grip the tactile, suede steering wheel and notice the red tracer LEDs that follow the tacho needle. You can have the CTS-V as an auto or manual, but we tried the slusher. Select D and trickle away. The CTS-V is a refined beast. It can pootle all day, wafting around on that mountain of torque. In fact, if anything it could be too quiet and refined. Even when you nail it, you don’t get quite the V8 scream you’d expect from a Detroit lump. Perhaps we could blame the supercharger. Mind you, we drove the CTS-V Coupe in the wet and were circumspect with the throttle after feeling the rear shimmy in third gear under full beans. The traction control keeps everything tidy. That blown V8 is epically strong. Find a long straight, pin the throttle and it slingshots you into tomorrow, as the speedo hones in on its 330kph (205mph) top calibration. Perhaps our hilly and rural test route might explain our woeful 12.7mpg claimed by the trip computer. This car is horrendously out of kilter with the times. Fast in a straight line, a mess in the corners? Not at all. As well as possessing a fine ride, the CTS-V Coupe has poise in spades. The structure feels stiff and the steering’s not too heavy – the car feels incredibly nimble on its feet for one knocking on the door of two tonnes. One criticism of the adaptive dampers unique to the V: we could discern too little difference between the Sport and Tour modes. Mind you, the car rides very well in both modes, which is a rare blessing in an age when most Germans patter and hop on low-profile rubber. Straight out of the box, the CTS Coupe feels a convincing alternative to a Merc E-class Coupe and even the very best M, RS and AMG rivals. On dynamic grounds, at least. Verdict I’d never driven a CTS before. I was expecting mediocrity and found at the very least competence in a few areas, excellence in many parts. What will surely hinder the CTS-V Coupe’s chances in Europe are that high price tag and a customer base unsure of what a Cadillac is. Unproven residuals and dealer support will force many to look elsewhere and the brash American style will prove too gauche for some buyers. But my overwhelming memory of this car will be how European it is. It’s bloody good fun and a fine achievement by Cadillac.

Statistics How much? £69,785 Engine: 6162cc V8 supercharged, 556bhp @ 6100rpm, 551lb ft @ 3800rpm Transmission: Six-speed automatic, rear-wheel drive Performance: 4.4sec 0-62mph, 175mph, mpg n/a, 350g/km How heavy / made of? 1922kg/steel How big (length/width/height in mm)? 4789/1883/1422

Audi R8 GT (2010)

Megan — Tue, 23 Nov 2010 14:17:00 +0000

This is the Audi R8 GT, a lighter, more powerful (and thus faster) version of Ingolstadt’s finest supercar. Think of the GT as a Superleggera version of the R8, a car to take on the likes of the GT3 RS, M3 GTS, and of course, the real Lamborghini Gallardo Superleggera. So is the Audi R8 GT essentially a German version of the Lamborghini Gallardo Superleggera? Yes, the R8 GT’s biggest rival is perhaps the lighter, more powerful (and thus faster) version of the Gallardo. Audi might own Lamborghini, but as if it wasn’t enough to launch a V8-powered supercar based on the Gallardo, it then launched a V10 version – albeit in detuned form with 518bhp and 391lb ft. And now we have the R8 GT, with exactly the same engine as the base Gallardo. Differences? The Superleggera squeezes an extra 10bhp from its 5.2-litre V10; the R8 GT boasts the same 552bhp @ 8000rpm and 398lb ft @ 6500rpm as the standard little Lambo. The Audi is the porkiest of the pair too, tipping the scales at 1525kg, 95 kilos more than the Italian. Result? 3.4 versus 3.6 seconds to 62mph in Lambo’s favour, a split which will keep the marketing teams happy on paper, but one that won’t be translated into the real world. 1525kg isn’t bad for a V10-engined supercar with four-wheel drive… You’re right, and thanks to new manual seats (which alone save 31.5kg), carbon body panels, thinner glass, a thinner exhaust, a magnesium engine subframe, and shaved carpets, this GT is 100kg lighter than its R8 V10 brethren. Other GT-specific additions include a carbon rear wing, carbon winglets on the nose, two very big tailpipes, and bespoke 19-inch wheels. And if you’ve got £6500 then you can have the Race Package, which adds a roll bar, four-point harnesses, a fire extinguisher, and battery cut-out switches. So what is the R8 GT like? Better than ever. It looks great for a start, the jutting wing helping to balance the slightly odd proportions. And inside, there’s still sat-nav and air-con so the GT remains a useable everyday car, the only downside being that reaching for them was made rather hard by our car’s Race Pack harnesses. We like the Alcantara steering wheel too, and speaking of wheels, the carbon ceramic brakes that nestle behind spindly alloys have incredible stopping power and – listen and learn, Lambo – are easy to modulate, even when cold. And without the complications of a Drive Select system, constantly trying to juggle suspension, steering, throttle and gearbox settings, the R8 GT remains as sweet as ever. It might be four-wheel drive, but typically only 15% of the drive is sent to the front wheels, the rest being directed in the right direction – usable and exploitable, safe and secure, it’s Quattro shown at its best. Then there’s the engine, deep and full-bodied at low revs, and shrieking above 5000rpm, hurling the R8 GT forward. It’s not much louder than the standard car, but then it doesn’t need to be. If only it was mated to a manual gearbox – the R-tronic ‘box is all that’s available, and although it doesn’t ruin the GT, the opportunity to shifts gears yourself would make it better. Overall the R8 isn’t noticeably different to a regular V10, but it doesn’t need to be. It’s still friendly and exploitable, but now keener to stop, go and steer thanks to the diet, and more precise through the corners thanks to revised suspension. Verdict It’s an R8 improved in every way, subtlety better and a real fly in Lamborghini’s ointment.

Statistics How much? £142,585 Engine: 5204cc 40v V10, 552bhp @ 8000rpm, 398lb ft @ 6500rpm Transmission: Six-speed automated manual, four-wheel drive Performance: 3.6sec 0-62mph, 200mph, 20.3mpg, 323g/km How heavy / made of? 1525kg/aluminium How big (length/width/height in mm)? 4434/1930/1242mm