View allAll Photos Tagged Carplay
A lemon-yellow dahlia in my front garden.
Photographed in the late afternoon - Thursday, 4th February, 2021.
And here is the very cool Jay Soto with his groovy 'Smooth Jazz' hit, 'City Slicker':
www.youtube.com/watch?reload=9&v=3Lw5XloM_L8
Top of my Spotify playlist for Android carplay.
My Canon EOS 5D Mk IV, with the Canon f. 2.8 L 100mm macro lens.
Processed in:
Adobe Lightroom and PhotoPad Pro by NCH software
On the waterfront at Kirribilli, in Sydney.
This is the harbour-side perspective of the apartments along Waruda Street at Kirribilli. They have views to the city.
They are located opposite the Beulah Street Wharf.
One of my favourite places for sunset photographs in Sydney.
Well I was going to post 'Waterfront' by Simple Minds, to accompany this image - given that it is a watefront scene. But I decided that I didn't really like the song too much, so instead I have gone with 'Rhymes' by Beth Hart and Joe Bonamassa, which I currently have on repeat on Spotify, via Android Carplay, in the car, lol.
www.youtube.com/watch?v=bhPB3ztilOM
So - it's rhymes on the waterfront!!
My Canon EOS 5D Mk IV with the Canon EF 16-35mm f/4L lens.
Processed in Adobe Lightroom and PhotoPad Pro by NCH software
My peach-coloured floribunda rose.
Hiding in the dark recesses of my rose garden.
It dates from medieval times and comes from the Loire valley in France.
And here's my favourite French indie group, 'Air', with their haunting tune: 'La femme d'argent', from the 'Moon Safari' album (1998). Please chill to this:
www.youtube.com/watch?v=YUX8fUrKRNU
I listen to 'Air' quite a lot in the car, via Spotify and Android carplay, to escape from the traffic nightmare on the Sydney harbour bridge and the approach 'expressway', at peak times.
Photographed this weekend in Sydney.
Saturday, 14th October, 2023.
My Canon EOS 5D Mk IV with the Canon EF 100mm macro f/2.8L IS lens.
Processed in Adobe Lightroom and PhotoPad Pro by NCH software.
A pink rhododendron in the late afternoon sun, on Sunday 4th October, 2020, at the Campbell Rhododendron Gardens - Blackheath, Blue Mountains.
The gardens are located at Bacchante Street, Blackheath.
See:
I ventured up to the Blue Mountains to see an 'Open Garden' at 83 Evans Lookout Road - the garden of Robin and Marilyn. See:
www.myopengarden.com.au/openGarden.jsp?e=1&id=2609
But then I walked around Blackheath with its many cafes, blossom-lined streets and, of-course, the Rhododendron Gardens.
The township was packed with people. Families galore. I was lucky to get a table outside a small cafe. And the traffic going up to the Blue Mountains was like peak period in the CBD. But thankfully I have 'Spotify' on Android Carplay and can listen to the 1970s and 1980s!
Sydney from Catrin's apartment in Kirribilli.
Well, actually, from the courtyard, looking at the bridge reflection in her window. I met Catrin the other day when I was searching for harbour views along Upper Pitt Street at Kirribilli. She invited me, quite unexpectedly, to take some photos from her courtyard, and today from her apartment.
Upper Pitt Street, Kirribilli. Sunset in Sydney.
Friday, 19th January, 2024.
And we have discovered a common interest - music!!
I love music, and I have Spotify, Soundcloud, YouTubemusic, Tidal, Apple Music, etc.
Well, guess what? So does she!! Amazingly they have all these music platforms in rural Wales (where Catrin is from). I am astonished.
So, anyway, today, on our trip down to Monterey and Botany Bay, we spent ages listening to the cool music on Spotify via Android Carplay. And, on YouTubemusic, also via Android Carplay, we liked the new DJ mixes of classic 'old school' rock!!
And here is a song that Catrin especially likes: 'Sharp Dressed Man' by the legendary ZZ Top:
www.youtube.com/watch?v=7wRHBLwpASw
My Canon EOS 5D Mk IV with the Canon EF 16-35mm f/4L lens.
Processed in Adobe Lightroom and PhotoPad Pro by NCH software.
2025 Chevrolet Corvette Stingray W/2LT 2dr Convertible on display at Timmins Garage Inc. located on Riverside Drive in the Township of Mountjoy in the City of Timmins Northeastern Ontario Canada
With supercar performance and flashy styling, this 2025 Chevrolet Corvette honors the model's long-standing status as an automotive icon.
With a lineage that stretches back to the 1950s, this Chevrolet Corvette is a mainstay of performance-car culture. Capability in the supercar range and surgically precise handling make the Corvette a track day monster, but its ride over rough tarmac is smooth and its cabin is comfortable enough for daily use. Storage areas behind the engine and in front of the cabin offer enough cargo space for a weekend away, and its exceptional prowess makes it a highly desirable sports car.
This gbk competition yellow tintcoat convertible has an automatic transmission and is powered by a 490HP 6.2L 8 Cylinder Engine.
Our Corvette's trim level is Stingray Convertible. This stunning Corvette comes with Mulan leather bucket seats, an 8-inch color touchscreen with Apple CarPlay and Android Auto, a Bose premium 10-speaker audio system and 4G LTE. You will also receive rear park assist with a rear vision camera, remote keless entry and remote engine start, steering wheel mounted cruise control and audio controls, dual-zone automatic climate control for added comfort, signature LED lights and stylish aluminum wheels. This vehicle has been upgraded with the following features: Leather Seats, Premium Audio, Apple Carplay, Android Auto, Led Lights, 4g Wi-fi, Proximity Key.
Source: Timmins Garage
©Copyright Notice
This photograph and all those within my photostream are protected by copyright. The photos may not be reproduced, copied, transmitted or manipulated without my written permission.
1966 Red Mustang - First Generation
The 4.7 Litre, '289' cubic inch, V8 engine.
Original AM radio. No Android/Apple carplay. Hence no Spotify.
$80,000 AUS asking price.
Discovered on my walk around Sydney's 'Green Square' precinct.
O' Riordan Street, Alexandria. Near Rosebery.
Southern Sydney.
My Canon EOS 5D Mk IV with the Canon EF 24-105mm f/4L lens.
Processed in Adobe Lightroom and PhotoPad Pro by NCH software.
One year ago I was on holiday in Nippon. These are some photo's of exactly one year ago.
After teamLab Planets I headed to Odaiba on the scenic Yurikamome line. I also had tickets to TeamLab Borderless which is not, like teamLab Planets, on appointment but the ticket is valid for the entire day. I arrived in the afternoon and it was way crowded at the entrance. Didn't feel like waiting in line so I went in the big ferris wheel next to it and then roamed around: DECKS, Aqua City, DiverCity, VenusFort, Palette Town, Fuji TV building and this place...
Megaweb Toyota City Showcase which is a huge Toyota showroom/ museum with free entrance. I've seen this place in 2001 and at that time they had a Pioneer 3D car navigation (with 3D buildings) on display. It was way ahead of its time, a decade before we got Android Auto/ Apple CarPlay. Not only Toyota's on display but also other Japanese classics like this 1971 Mazda Cosmo.
256/365,
The Polaris Slingshot is a three-wheeler.
2.0 L inline four-cylinder gasoline-powered Polaris ProStar Engine rated at 203 hp (151 kW; 206 PS) at 8250 rpm and 144 lb⋅ft (195 N⋅m) of torque at 6500 rpm.
Vented Sport Hood. Premium multi-tone paint from tip to tail, integrated navigation, Apple CarPlay®, machined wheels, and Brembo® brakes, top of the line model. AutoDrive, R model has paddle shifters.
Willingdon Heights, Burnaby, British Columbia
Garden Village, Burnaby, British Columbia.
In the North American market, the Venue is powered by the 1.6-litre Smart stream gasoline straight-four engine producing 121 hp (123 PS; 90 kW) and 113 lb⋅ft (153 N⋅m) of torque. Both a 6-speed manual transmission (available only on base SE trim) and an Intelligent Variable Transmission (IVT) will be available (the latter is standard on the SEL and Denim, optional on the SE), and the Venue is available exclusively with front-wheel drive (FWD). Trim levels are base SE and up-level SEL. The manual transmission was discontinued for the 2021 model year due to low sales.
Standard features on all Venue trim levels include Forward Collision-Avoidance Assistance with Pedestrian Detection, Lane Keep Assist, Driver Attention Warning, and an 8-inch display infotainment system with Android Auto and Apple CarPlay smartphone integration. Available options include Blind-Spot Collision Warning, Rear Cross-Traffic Collision Warning, LED lamps, alloy wheels, sunroof, two-tone roof, navigation, Hyundai Blue Link technology, a 6-speaker audio system, and roof side rails. There is also a lifestyle version called the Venue Denim, only available in Denim Blue with a White roof combined with a Denim and light gray leatherette interior. The Denim was renamed to the Limited trim after 2021
This post is for Peter Krumme of Germany, who asked me about my car. The OWL 555 number plate was a gift from my father in 1980. He and my mum loved owls!!
This is my Calais V - ZB.
2021 plate.
3.8 litre V6, AWD.
Made in Germany by Opel, at Russelsheim am Main, near Frankfurt.
The best feature, to me, not really being a "car person", is the Android Carplay so that I can get Spotify in the car via the Samsung mobile phone, as well as DAB radio to get SBS Chilled, and Tune-In to get Los Angeles 'Smooth Jazz' stations, whilst driving in Sydney.
Photographed at Taren Point, Sydney, looking west across the Georges River to Sylvania Waters.
Samsung Galaxy S20+ mobile phone camera.
"The Endeavour is loaded with features inside-out. It gets auto HID headlamps with LED DRLs, rain-sensing wipers, active noise cancellation for the cabin, dual zone climate control, semi-parallel parking assist, hands-free tailgate, an 8-inch touchscreen infotainment system with 10-speaker, Android Auto, Apple CarPlay and SYNC3 connectivity. It also features seven airbags, ABS with EBD, traction control and ESP, front parking sensors, rear view parking camera and rear sensors."
Our new car, picked it up yesterday.
Part exchanged our Mini for it, had to give it up as it was far too small. As the bairn gets bigger the car seemed to get smaller.
Really pleased with it especially the Apple CarPlay, makes phone calls and listening to music a piece of cake.
The Fiat 500 Mirror comes with Apple CarPlay and Android Auto as standard and is offered in five colours including a bold Electronica Blue.
a little gratitude for this rig: by far the least cool car I've ever owned, but what a great roadtrip companion! 50K totally trouble-free miles in two years. easy to work on, great mileage, lots of room for gear, and maybe the last truly practical, naturally-aspirated car with a 6-speed stick on the american road. feels old-school but has lane-keep assist, carplay and plenty of airbags. here's to 250K more miles!
Nel 1999 Richard Dresser, un drammaturgo statunitense, dà vita a un nuovo genere teatrale: la “commedia d’automobile” (“car play”), scrivendo il corto teatrale “Di che hai paura?” (“What are you afraid of?”), messo in scena per la prima volta nello stesso anno allo Humana Festival di Louisville, Stati Uniti d’America.
Il pubblico e gli attori sono tutti seduti nell’abitacolo di una vettura, mischiati gli uni agli altri. Tra i due personaggi, un “lui” e una “lei”, scocca l’amore, amore a prima vista. Nell’ora che seguirà, gli spettatori saranno testimoni della velocissima parabola di un amore, dalla sua nascita al suo apice fino alla sua conclusione, veloce e imprevista tanto quanto il suo inizio.
Venite con noi a fare un giro per le strade di Ronciglione...di che avete paura?
con Barbara Alesse, Sara Allegrucci, Cosma Brussani, Edoardo Ciufoletti,
Eliana De Marinis, Eleonora Mancini, Andrea Riso.
Regia di Carlo Fineschi.
Da sabato 12 a mercoledì 16 settembre 2009, alle ore 19.00
Luogo: per le strade di Ronciglione
Indirizzo: Piazza della Nave, davanti al bar Anitori
PRENOTAZIONE OBBLIGATORIA: 328 0129522
Bonjour à tous
Eh bien me voilà de retour de ce Road Trip en Terre sauvage
« l’Islande «
C’est ainsi que peut se décrire ce pays déroutant, enivrant, et tellement beau.
- Avant de vous dévoiler quelques photos … beaucoup !
- Ce qu’il faut savoir avant de partir :
- Avoir un bon guide pratique : Lonely Planet ISLANDE très complet
- Pour nous les photographes une carte indispensable de : International Photographer ( carte en scan ci-dessus ) elle est parfaite .
- Pour le voyage ICELANDER vol parfait …
- Louer une voiture, pour ma part j’ai choisi « BLUE CARENTAL « à 300 m. de l’aéroport voiture en très bonne état . J’ai eu une petite Japonaise qui s’appelait Vitara un petit monstre 4x4 pratiquement neuve (1650km) et c’est pas mal ! En plus Boite automatique et je recommande vivement cette option, Surtout après avoir fait 4370 Kilomètres au volant …
- Si vous avez un Smartphone, préparer vos itinéraires avant de partir sur Google map et Enregistrer les sur votre Iphone, sur place ouvrir Apple Carplay ou Android Carplay et ouvrir l’itinéraire de votre choix c’est simple et efficace, n’oublier un cordon : Iphone >> USB et le tour et joué . Pratiquement La 4G et la 3G passent presque partout, je dis bien ( presque )
Vérifier avant de partir si vous avez un forfait avec quelques Go pour accéder à Google Map.
Moi pas de problème avec Mon SFR 50 Go . Ça roule !!
- Les routes : 3 types de routes ( Attention au tunnel payant !! )
- La N° 1 qui fait le tour de l’île, mais vous ne resterez pas en permanence sur celle-ci …
- les routes secondaires … ces deux types de routes sont de très bonnes qualités et bien signalisées - Vitesse maxi 90Km/h. 50 en ville ou village …
- Les routes en « Gravel Road « alors là, plutôt piste en sable, terre battue, gravier, cailloux et Nids de poule à volonté …. Vitesse max 80 km/H mais beaucoup moins en réalité .
- Et ensuite les Routes F… (3 chiffres) uniquement réservées aux 4/4 les vrais !
- La météo et bien variable … plutôt pluvieuse et moins bonne au sud ! Mais sur 15 jours je n’ai eu que disons 1 journée et demi de mauvais. Le Vent très présent mais pas forcément là
Ou on l’attend ! Attention ça souffle, attention en ouvrant les portières de la voiture … et vous allez l’ouvrir souvent, même très souvent ! Les températures de 6° à 18° en Juin/Juillet et 18° c’est la canicule Islandaise . Vous pouvez avoir les 4 saisons en 1 journée .
- l’hébergement vous avez le choix du gîte au 4 étoiles … à vous de choisir .
- La location de camping car est possible, mais attention vous ne pouvez pas vous garez n'importe où le soir il faut un terrain de camping ! certaines routes, je vous mets en garde sur le déplacement sur les Gravels Road !
- La restauration pas toujours facile, les stations proposent des produits alimentaires -
- L’essence plus chère que chez nous, surtout tous les jours faire le plein et même si vous avez encore le moitié du réservoir, les stations peuvent être très éloignées - Les stations N1 Sont un peu partout implantées elles vous permettent également de laver votre voiture gratuitement et c’est pas du luxe ! Pour régler la CB est parfaite.
- Change, faire un peu de devise en arrivant à l’aéroport mais pas trop, la CB est acceptée partout et sans contact .
- Attention aux moutons, ils vont toujours par 3 , 2 traversent la route …. Attendre le 3ème !
- Beaucoup d’oiseaux … ne vous en privez pas et rouler lentement pour les voir et les photographier …
L’Islande est un paradis pour les amateurs d’oiseaux et de plantes .
- Maintenant bon voyage… je vous détaillerai les détails au fur et à mesure des étapes.
- C’est haut, C’est Loin mais c’est beau - (J.C.)
- Traduction en Anglais Google
Good morning all
Well here I am back from this Road Trip in the Wilderness "Iceland"
This is how this confusing, intoxicating, and so beautiful country can be described.
- Before revealing some photos… a lot!
- What you need to know before leaving:
- Have a good practical guide: Lonely Planet ICELAND very complete
- For us photographers an essential card from: International Photographer
(card in scan above) it is perfect.
- For the perfect ICELANDER flight…
- Rent a car, for my part I chose "BLUE CARENTAL" at 300 m. of the airport
car in very good condition. I had a little Japanese girl called Vitara a practically new 4x4 monster (1650km) and it's not bad! In addition Automatic and I highly recommend this option, Especially after driving 4370 Kilometers behind the wheel…
- If you have a Smartphone, prepare your routes before leaving on Google map and
Save them on your Iphone, on site open Apple Carplay or Android Carplay and open the route of your choice it's simple and effective, don't forget a cord: Iphone >> USB and go and play. Practically 4G and 3G go almost everywhere, I mean (almost)
Check before leaving if you have a plan with a few GB to access Google Map.
Me no problem with My SFR 50 Go. OK !!
- Roads: 3 types of roads (Beware of the paying tunnel !!)
- The N ° 1 which goes around the island, but you will not stay permanently on this one ...
- secondary roads… these two types of roads are of very good quality and well signposted - Maximum speed 90Km / h. 50 in town or village…
- The “Gravel Road” roads then there, rather a sandy track, clay, gravel, pebbles and potholes at will…. Max speed 80 km / H but much less in reality.
- And then Routes F… (3 digits) only reserved for 4/4 the real ones!
- The weather and variable ... rather rainy and less good in the south! But over 15 days I only had 1 and a half bad days. The Wind very present but not necessarily there
Or we are waiting for it! Be careful it blows, be careful when you open the car doors ... and you will open it often, even very often! The temperatures of 6 ° to 18 ° in June / July and 18 ° is the Icelandic heat wave. You can have the 4 seasons in 1 day.
- accommodation you have the choice of a 4-star lodging ... the choice is yours.
- Catering is not always easy, the stations offer food products -
- Gasoline more expensive than with us, especially every day to fill up and even if you still have half the tank, the stations can be very far away - The stations N1
Are located everywhere they also allow you to wash your car for free and it's not luxury! To settle the CB is perfect.
- Change, make some change when you arrive at the airport but not too much, credit card is accepted everywhere and without contact.
- Beware of sheep, they always go by 3, 2 cross the road…. Wait for the 3rd!
- Many birds ... do not deprive yourself and drive slowly to see and photograph them ...
- Iceland is a paradise for bird and plant lovers.
- now have a good trip ... I will detail the details as you go along.
- It’s high, It’s Far but it’s beautiful - (J.C.)
- Google English translation
- The Golden circle - Vidéo / Diaporama
- Cliquez ici pour visionner : youtu.be/yOQilaECX10
- South And South East Iceland - Diaporama
- Cliquez ici pour visionner : youtu.be/SYjs_Vb9Jq4
- The East Fjords icedand - Diaporama
- Cliquez ici pour visionner : youtu.be/k8q4bKx7iTE
- The North East & Marina Puffin - Diaporama
- Cliquez ici pour visionner : youtu.be/CZRKTCxkfXA
A modern end to a timeless view. CarPlay lights up the route back, but the mountain behind still holds our gaze. 11°C, 21:39 — goodbye, Matterhorn.
No so long ago whenever you mentioned an SRi model of Vauxhall it used to mean something - like loud colours, buckets seats, a red insert in the bumpers, you know stuff like that. But time has moved on and things are much more subtle nowadays.
I'm not sure if this Vauxhall Insignia SRi supposed to be a 'hot' model or not. It certainly went fast enough for my use - only after handing the keys back I can see its 1.5 litre petrol engine develops 121bhp. Apparently it does 0-60 mph in 8.4 seconds. I never attempted this.
Likes: Heated steering wheel, Comfy sports seats, plenty of power, large boot, discreet styling, in-car entertainment with Apple CarPlay facility.
Dislikes: You can see the fuel gauge needle dropping when you floor the gas pedal, no rear wash wipe, tricky to park, rear parking camera low resolution, constant gear changing with 6 speed gearbox, small door mirrors, annoying electronic handbrake, night time clock illumination too bright - and distracting illuminated 'lines' on the dash and both doors!
Total miles driven: 270.8
Average MPG: 36.6
Use: Mainly motorway and fast A roads.
Overall a better than imagined it would be.
Willingdon Heights, Burnaby, British Columbia
$62,998 + $898 documentation + taxes
The Toyota GR Corolla is a high-performance hot hatch variant of the E210 series Corolla compact hatchback. The vehicle is manufactured by Toyota with assistance from the company's Gazoo Racing (GR) performance division.
The GR Corolla was introduced on March 31, 2022. The GR Corolla is built mainly for the North American market as Europe received the GR Yaris (which is not sold in Canada and the United States). Both vehicles are assembled at the "GR Factory" inside the Motomachi plant, a production line dedicated to GR-branded vehicles. Aside from North America, the GR Corolla is also sold in Japan, Thailand (limited to nine units), Malaysia, Australia, New Zealand, Brazil, South Africa, and Indonesia
18-inch wheels, GR Sports seats, an 8-inch multimedia screen, standard-level 6-speaker stereo with Android Auto and Apple CarPlay and heated front seats.
1618 cc G16E-GTS turbo I3 (GZEA14)
220–224 kW (295–300 hp; 299–304 PS)
6-speed EA67F manual
2017 Honda Pilot Gets Apple CarPlay™ and Android Auto #Honda t.co/pqWCro3aCH t.co/gZX11pRBp5 via Twitter twitter.com/JACKODIAMONDS1
This great looking 2019 Acura NSX can be yours for a cool $209,000, gulp, that's right! Standard equipment starts at around $157,000.
Acura updated its supercar for 2019 with chassis enhancements, revised software tuning, a new standard tire, gloss black finish on exterior trim (previously matte), body color front grille garnish (previously silver), a standard Technology package, standard sport seats with semi-aniline leather and Alcantara, a new Thermal Orange Pearl exterior color, and two new interior color options.
The mid-engine NSX coupe is Acura’s flagship supercar. The NSX comes in one trim that includes 19-inch forged aluminum front wheels, 20-inch forged aluminum rear wheels, Continental Sport Contact 6 tires, Brembo six-piston front calipers with four-piston rear calipers, flush-mounted automatic pop-out door handles, automatic LED headlights, an Alcantara headliner, perforated semi-aniline and Alcantara-trimmed heated seats, leather-trimmed instrument panel and doors panels, a 7.0-inch center touchscreen, an 8.0-inch instrument panel screen, Apple CarPlay, Android Auto, a navigation system, and a nine-speaker ELS audio system.
The NSX can be optioned with upgraded Pirelli Trofeo R tires, carbon ceramic brakes (with silver, red, or orange calipers), carbon fiber interior and exterior trim, and lightweight Milano leather and Alcantara-trimmed manually adjustable sport seats.
The all-wheel-drive NSX hybrid powertrain consists of a 500-hp, 406 lb-ft of torque 3.5-liter twin-turbo V-6 paired to a nine-speed dual-clutch automatic and three electric motors. One motor is located between the engine and transmission (47 hp, 109 lb-ft) and two are located in the front, one for each wheel. Total system power is rated at 573 hp and 476 lb-ft and the coupe delivers an EPA-rated 21/22 mpg. In Motor Trend testing, the 2017 Acura NSX hit 60 mph in 3.1 seconds and stopped from 60 mph in just 95 feet.
The NSX has 42.8 inches of legroom and the cargo area behind the engine is 4.4 cubic feet, about the size of a large suitcase.
Standard tech for the 2019 NSX includes a 7.0-inch center touchscreen, an 8.0-inch instrument panel screen, Apple CarPlay, Android Auto, a nine-speaker ELS audio system, two USB ports, and a navigation system. SiriusXM satellite radio is optional.
Source: Car and Driver
So I booked a category "Compact, Automatic" and they usually end up giving me a step-up as they don't have that many automatics.
I book an automatic as I have to drive 5 hours in one day, and I really don't want the extra bother and hassle of a clutch and fumbling with gears.
Anyway, I was going to have a Vauxhall Insignia - but the interior smelt strongly of wackie backie! They apologised profusely and offered me this, a Mercedes Benz C300 Sport Auto. I had to wait until it came out of wash bay.
Luckily the controls are almost the same as the A Class, so I had an advantage in getting to grips with the controls. Except the human interface on the C-class is missing the 'track pad' of the A-Class making the interface infuriating and unnecessarily fiddly. Apple CarPlay wasn't supported on the car.
I covered 269 miles with a resulting 47mpg.
There was something about this car that I never really gelled with.
The steering felt heavy and 'dead'. The accelerator pedal was too heavily sprung. It certainly wasn't as comfortable as I was expecting. The autobox gear change was jumpy.
One this is for sure, when you change the 'dynamic' setting from 'Comfort', to 'Sport' the thing changes from a mild mannered executive car, into a snarling road eating beast. Enough to get you into a massive heap of trouble. My brain struggled to cope with how fast the thing accelerated.
A fine motor car, but not for me.
Celebrating Ferruccio Lamborghini's birth, the exclusive Centenario supercar has just made its debut in Geneva.
Despite that, the 770 HP supercar that'll be available in just 40 examples, 20 Coupes and 20 Roadsters at a €1.75 million (1.9$ equivalent) price tag has already been sold out.
Accelerating from naught to 100 km/h (62 mph) takes only 2.8 seconds, 0 to 300 km/h (186 mph) 23.5 seconds and the top speed exceeds 350 km/h (217 mph). Braking from 100 km/h to a standstill is achieved in just 30 meters!
The Centenario uses mococoque and body made from carbon fiber, tipping the scale at 1,520 kg, 55 kg less than the Aventador on which it is based. It measures 4,924 mm long and 1,143 m high, meaning 144 mm longer and 7 mm taller than the Sant'Agata Bolognese flagship.
The aerodynamics are carefully managed with inlets, large air scoops in the front bonnet, air scoops on the roof, extending rear wing, aggressive diffuser with three mid-mounted exhaust pipes and Y-shaped taillights. The machine rides on 20-/21-inch front/rear rims in forged and milled aluminum, wrapped in Pirelli PZero tires, developed specifically for the rear-wheel steering found on the Centenario.
The interior can be finished to each client's specification and it includes lightweight carbon fiber sports seats, new stitching on the length of the dashboard, steering wheel, sunvisors, rocker covers and new carbon fiber-made inner door panels, wrapped in Alcantara.
Sat-nav with a high-def 10.1-inch touchscreen is at the driver's disposal, along with internet, e-mail, social media, online apps and Apple CarPlay compatibility.
The Centenario continues on the same path started with the Reventon, which included the Sesto Elemento, Aventador J and Veneno.
The Vauxhall Corsa Electric is a battery-electric supermini offering zero-emissions driving with a range of up to 246 miles and fast-charging capabilities. It features an advanced electric motor, modern technology, and a refreshed design, including the signature Vizor front grille, making it a strong contender in the electric car market.
It received several awards, including being named The Sun Car of the Year 2020 and AUTOBEST's “Best Buy Car of Europe 2020”. More recently, it was recognized as the 'Best Electric Small Car' at the EcoCar Electrified Top 50 Awards in 2024, and the Corsa Electric YES Edition won the Parkers Best Value Car Award in the same year.
The 2023 facelift received a new "visor" front end, an updated interior with a 10-inch touchscreen, and improved electric range. Key upgrades include a longer-range option with a 51kWh battery and 246-mile range, a more efficient 156hp motor, a new infotainment system with wireless Apple CarPlay/Android Auto, and standard 11kW on-board charging.
Bekijk deze video op YouTube:
Why is the all-new Alfa Romeo considered Premium?
Premium means something “of superior value, out
of the ordinary”...like an Alfa Romeo Giulia Veloce.
Alfa Giulia is The Big Test Winner MOTORtrend!
GIULIA VS. 330I VS. A4 VS. C300 VS. ATS VS. XE VS. IS VS. S60
Who Makes the Best Compact Luxury Sports Sedan?
MOTORtrend looked at the whole picture, including price, depreciation, reliability, dealer experience, safety, infotainment features, and cargo- and passenger-carrying capacity. But given the nature of this category, subjective criteria also come into play, so things such as styling, brand image, overall appeal, and driving enjoyment are major factors in this test.
Every year, a half-million Americans are willing to pay a substantial premium for the experience of owning, driving, and of course being seen in one of these premium cars.
Our entry criteria were simple: a modest-down-payment, $399/month lease for 36 months, four doors, and a turbocharged 2.0-liter four-cylinder engine. The contenders: the Alfa Romeo Giulia, Audi A4 2.0TQuattro, BMW 330i, Cadillac ATS 2.0T, Jaguar XE 25t, Lexus IS 200t F Sport, Mercedes-Benz C300, and Volvo S60 T6 R-Design.
Ride & Handling
Alfa Romeo Giulia
Hit: Driving experience
The single most important attribute of a luxury sport sedan is the driving experience. It must handle like a four-door sports car, but it must also ride acceptably well for a luxury car. Nailing that balance is no easy task, and many came up short.
The biggest disappointment came from the BMW, which created the benchmark for this segment three decades ago. We’ve long criticized the latest 3 Series for being too soft, and this latest update hasn’t addressed that. The ride is comfortable, yes, but at the expense of handling, which no longer feels as sharp or focused. Rather than the class leader, it’s class generic.
On the other end of the spectrum is the Alfa. It was the nearly unanimous driver’s favorite, simultaneously a marvelous car to drive fast and still a comfortable commuter. The steering is quick, responsive, and talkative. The chassis responds perfectly to every input while muting every bump. More than any car here, it put the sport in sport sedan without suffering a jarring ride as a trade-off. A close second to the Alfa is the Cadillac, which got the vote from the lone dissenter. But its equally phenomenal chassis and steering were offset by a less luxurious ride quality.
Similar ride and handling trade-offs were the rule among the Lexus, Jaguar, Mercedes, and Audi. The Lexus handles nicely and rides well, but its portly curb weight made it feel heavy and dulled its responses. The Jaguar and Mercedes handled very well, but rubber-band tires and stiff shocks hurt their ride quality. The Audi both handled and rode very well, but the experience was very isolated and disconnected from the road. Many an editor likened it to a driving simulator.
The Volvo, which once overachieved in this category, felt a generation behind. The heaviest car here, its weight was a constant presence in corners despite the all-wheel drive’s best efforts to yank it out of the corner and down the straight. The steering was full of vibration from the all-wheel drive, and the ride wasn’t spectacular. In a hot segment, it’s just out-classed.
Audi A4 2.0T Quattro
Miss: Lack of passion
Performance
BMW 330i
Miss: Enjoyment—doesn’t do what the design suggests
Given the range of vehicles you could lease at this price, your decision to go with a sport sedan suggests you value performance. As such, this attribute likely weighs heavily on your purchase priorities. It’s the bedrock attribute of this segment.
The BMW 3 Series defined this segment and ruled it for decades, but in this test, it comes up average. It’s slightly above midpack in acceleration but among the worst in braking and just average in our instrumented handling tests. Still, judges praised its linear acceleration, minimal turbo lag, and excellent transmission programing.
If you want absolute performance at this price point and fuel economy, look no further than the Audi. A sleeper, the conservatively styled A4 is the quickest both in a straight line and around our figure-eight test. Its dual-clutch transmission and all-wheel drive give it a performance and traction edge off the line. But beyond 60 mph the Alfa’s best weight-to-power ratio and shortest gearing deliver the best performance, reaching 100 mph 1 second quicker and finishing the quarter-mile 3.3 mph faster than the Audi. Likewise, the Mercedes, with its Sport package, equals the Audi’s best-in-class figure-eight performance while stopping shorter. The Alfa’s figure-eight performance was severely handicapped by its overly aggressive stability control, which couldn’t be defeated.
The Cadillac comes up surprisingly short given its second-most powerful engine and second-lightest curb weight. We attribute this to its tallish first gear and somewhat lazy transmission. The Jaguar’s second-shortest gearing compensates for its second-worst weight-to-power ratio to produce solidly midpack performance.
The Lexus earned its slowest straight-line performance fair and square with the second-highest curb weight (despite being only rear-wheel drive) and the second-least powerful engine. It just felt overburdened. What the Lexus lacked in power, though, it made up for in handling.
Then there’s the odd case of the Volvo. A turbocharged and supercharged T6 variant rather than the directly comparable turbocharged T5 we requested, it was the most powerful in the test and blessed with all-wheel drive and the R-Design sport package, not to mention a Polestar engine software upgrade. It was also, however, the heaviest. As such, it was third-quickest to 60 mph and stopped second-shortest, but it was slowest on the figure eight by a good margin.
Efficiency
Jaguar XE 25t
Miss: Interior quality, design, and ergonomics
Gas is pretty dang cheap right now, but it won’t always be. Even when it’s cheap, it’s still an expense. There’s also an expectation of good fuel economy that comes with a downsized engine. After all, you want some payback when you give up horsepower and torque.
According to the EPA’s standardized lab test, these vehicles all return very similar fuel economy. Going by window stickers alone, we see most get around 23/32/26 mpg city/highway/combined. The Jaguar fares the worst, posting 21/30/24 mpg rating. The Mercedes just beats out the Alfa and the Audi by returning a best-in-test 24/34/28 mpg city/highway/combined. As you can see, it’s not a broad spread.
Here, our Real MPG partnership with Emissions Analytics is invaluable. In real-world testing, the Mercedes fell 2 mpg short across the board, abdicating its top spot. The Jaguar redeemed itself in city and combined ratings, and the Lexus dropped to a worst-observed 20.4/31.1/24.2 mpg city/highway/combined. Meanwhile, the Alfa soared with an observed 28.2/37.9/31.8 mpg city/highway/combined, well above its EPA estimates in all categories. We must caution, however, that our Alfa Romeo and Lexus were preproduction units, and both could show different results once their final software calibrations are made.
Cockpit/Cabin
Much of what makes a luxury sedan is its interior. After all, it’s the place where you spend time and the part of the car you spend the most time looking at, touching, listening to, and interacting with.
Regardless of the metrics used to score such subjective criteria, the Mercedes comes out on top. The elegant design and top-quality tactile materials made it a unanimous favorite among the judges. It also scored high marks in quietness, comfort, and rear-seat space. It was let down slightly by a cut-rate Garmin navigation system integrated into the otherwise all-Mercedes infotainment system.
The Audi also was well-received by the judges. The technical superiority was obvious; its virtual cockpit digital dash looked like something out of the future and offered features and functionality no competitor could match. We were also impressed with its impeccable build quality and excellent materials. It took demerits for a slightly tight rear seat, somewhat sterile design (apart from the dash), and slightly louder interior than we’d prefer.
Lexus came in a strong third, with high marks for build quality, materials, and interior quietness. Its design was controversial, and the rear seat was a bit cramped, but the seats were lauded for their comfort and support. The infotainment system and its finicky joystick interface earned unanimous scorn, even from the most generous judge. Even dismissing the controller, the system itself looks old and outdated, and it isn’t especially intuitive.
Other cars let down by their infotainment systems were the Cadillac and Jaguar. Although Cadillac’s CUE system is the best iteration to date, many of the judges still found the touch-sensitive controls difficult to use while driving and not always responsive. The Jaguar, also sporting its best infotainment system in years, drew complaints for being unintuitive and for crashing on several editors. Both cars were also hammered for their nearly unusable rear seats and rather dull interior designs.
The Volvo and BMW, meanwhile, were complimented for their comfort and decently sized rear seats but criticized for their dated interior designs and average materials quality. The BMW clawed some points back with its ergonomics, and the Volvo did, as well, because of its excellent seats. The BMW took hits for its incomprehensible Apple CarPlay integration, and the Volvo was dinged for its loud interior, especially for admitting rough engine noise into the cabin.
Lexus IS 200t F Sport
Miss: Front-end styling, acceleration
Then there’s the Alfa. Praised for its interesting and stylish interior design, it took knocks for its wonky ergonomics. We liked its decently large rear seat and comfortable front seats, but we took issue with the fit and finish and some cheaper materials.
Safety
Volvo S60 T6
Miss: Age. It just feels old.
As it was with fuel efficiency, our competitors are evenly matched in both government and insurance industry crash tests. No competitor scored lower than four stars out of five in the National Highway Transportation Safety Administration’s testing or Good in an Insurance Institute for Highway Safety crash test. (IIHS scores range from Poor to Good in crashworthiness testing and from Basic to Superior in crash-prevention systems.) Still, there are details to be examined here.
We should note before going forward that neither the Alfa Romeo nor Jaguar have yet been tested by either U.S. agency. The cars have been crash tested by their manufacturers and the results accepted by the NHTSA, so they can be sold in the U.S. Both cars also received five out of five stars in Europe’s Euro NCAP crash testing. We should also note that some data used here comes from the 2015 and 2016 model years, but the vehicles in question have not changed substantially between then and the current model year.
As you might expect, the Volvo came out on top of a very competitive field. The company, which stakes its reputation squarely on safety, had perfect scores in every crash test and top marks in the IIHS’ tests for seats and crash avoidance systems, as well as high marks in IIHS tests for headlights and LATCH child seat anchors. It is an IIHS Top Safety Pick+, along with the Audi and BMW.
Among the rest of the pack, only the Volvo and Cadillac achieved a five-star front crash rating from NHTSA. The rest received four stars. All but the Mercedes-Benz received a five-star rollover rating from the NHTSA—the C300 scored four stars. Every competitor received five stars overall from NHTSA.
The IIHS hasn’t completed all tests on every competitor. In crash-prevention testing, the BMW and Lexus were the only two tested cars to receive an Advanced rating on their crash-avoidance systems. The rest received Superior grades. The Cadillac and Mercedes received Poor ratings for their headlights, and the rest tested received an Acceptable rating.
Value
Mercedes-Benz C300
Miss: Stiff ride with sport package
Because you’ll be paying the same lease price on all these competitors, value requires a different measurement. After all, no one wants to pay the same for a lesser car. How you define value is up to you, but for the purpose of this comparison, we’ve framed it as the content and performance you get for your $399 monthly payment. (And because many people buy out their leases, sticker price and retained value matter even in a leasing context.)
On this metric, the Audi shines brightest. Although its purchase price is on the higher end of the group, the return on investment is high. The Audi boasts the highest performance in our instrumented testing while also offering far more features than the rest. With price equalized, there’s no questioning the Audi’s dominance in the amount of car you get for the money. The Alfa scores high on performance and boasts the cheapest purchase price as-tested but has fewer features.
In the middle of the pack, the Jaguar offers quite a few features but is let down by low performance scores and a high as-tested price. The Lexus lands in a similar boat, but boasts a better as-tested price. The BMW, Cadillac, and Mercedes all offered a similar balance of performance and content. Cadillac, Mercedes, Lexus, and Volvo all sent cars equipped with sport handling packages, potentially in lieu of other content for the same money. BMW and Cadillac also tend to charge extra for features others include standard.
The Volvo stands out as a difficult case. Because a T6 R-Design was supplied, it carries the highest starting price and second-highest as-tested price, but it also snuck in a supercharged and turbocharged engine with by far the highest horsepower and torque output. As such, it performed well in testing and had high feature content. But at a $399 lease price, you’d actually get a T5 Inscription Platinum and give up the performance advantage.
Cost of Ownership
Time is a luxury and therefore so is reliability; no one wants to spend extra time at the dealer.
Unfortunately, the information on the all-new Alfa Romeo Giulia is incomplete. Having returned to the U.S. market only recently, there simply is no empirical data regarding reliability, maintenance, repairs, and depreciation on an Alfa Romeo—although past models have taken slings and arrows in European quality ratings. We’ve calculated values for those categories based on information from multiple sources, and we took an average of costs for the rest of the competitors.
Per our partners at Intellichoice, the Cadillac is the car whose lease you might consider buying out. Although not the cheapest in any category, low costs across the board keep the Cadillac’s five-year cost of ownership to $45,592. Conversely, the Lexus suffers high insurance, fuel, and maintenance costs, giving it the highest five-year cost at $52,254.
There’s also the matter of complimentary scheduled maintenance. Sometimes it’s baked into the lease price, sometimes the manufacturer eats the cost as an incentive that changes from year to year based on the marketing department’s whim. At present, Jaguar offers five years/60,000 miles of free maintenance; BMW, Cadillac, and Volvo offer three/36,000 miles, and Lexus gives the first two services in the first year for free. Alfa Romeo, Audi, and Mercedes still charge for routine maintenance.
We would also point out that the difference between the most and least expensive car to own over five years is less than $7,000, illustrating again just how evenly matched the competitors are.
Conclusion
We considered every facet of these nine cars. We debated long and hard over how to weigh each category, given the values of buyers in this class. We wrestled with reputations and missing data, balanced the marketing and hype, and noted the differing expectations and priorities between leasing and buying.
However, in a class where passion, prestige, and performance often take precedence over cold hard facts and logic, we follow our hearts as much or more than our heads.
As a result, the back of the pack is populated exclusively by older models who have seen the segment pass them by.
The Volvo, which finished in second place the last time around, is showing its age. Far and away the oldest car in the test, it was outclassed at nearly every turn. Thoughtful updates have kept it on life support, but a new engine is no substitute for the comprehensive updates needed to make the S60 truly competitive, and the all-new car can’t come soon enough.
The BMW 3 Series easily won our last Big Test in this class, but even with a recent refresh we found it lacking. It led no categories and inspired little love from the judges, except for its zingy engine. The pressure is on Bavaria to up the next edition’s game if it wants to improve on its seventh-place finish here.
Cadillac ATS 2.0T
Miss: Rear seat
The Cadillac and Jaguar fought fiercely for position in the middle of the pack, with the American just edging out the Brit. Both cars drove wonderfully, but both were kneecapped by penned-in rear seats. The deciding factor ended up being the Jag’s glitchy infotainment system.
An excellent all-around performer, the Mercedes-Benz C300 is by far the most luxurious car here while still offering serious performance credentials. If its options packages were more value-oriented and the Sport edition carried a more luxurious ride, it might’ve managed the silver instead of bronze. It’s a similar story for the fourth-place Lexus, which punched above its weight class on many fronts but couldn’t overcome a weak engine and infuriating infotainment system.
Finishing in an honorable second place is the Audi A4. On paper the Audi wins in terms of features and space, while matching the Alfa’s objective performance, but a sterile personality and a sense of isolation from the driving experience kept it out of first place. If you aren’t willing to try the Alfa until all the data is in, the Audi is an excellent second option.
But because lease deals are a temporary fling, a shopper has the luxury of making make a decision with as much emotion as pragmatism. By that measure, the Alfa Romeo Giulia stacks up well in every category. Its incredible performance and driving experience make it the easy choice for us. We’re willing to look past the reliability question marks to experience the passion this Italian delight delivers. Without question, if it were our money, this would be the car we’d pick.
8TH PLACE: S60 T6
Stylish and safe, the Volvo can’t escape its long-past sell-by date. It’s an old car in a hyper-competitive class, and it just can’t keep up anymore.
7TH PLACE: BMW 330I
How the mighty have fallen. The reigning winner and standard-bearer of the class suffers from old age, dulled dynamics, and a lack of personality.
6TH PLACE: JAGUAR XE 25T
A new standard in the sporty-handling versus refined-ride equation, the Jaguar was undone by its tiny back seat, boring interior styling, and buggy infotainment system.
5TH PLACE: CADILLAC ATS 2.0T
The best sport sedan chassis in the class is let down by a useless back seat and barely acceptable infotainment system.
4TH PLACE: LEXUS IS 200T F SPORT
A good all-around performer, the weighty Lexus is underserved by its overstressed engine, unintuitive infotainment system, and polarizing styling.
3RD PLACE: MERCEDES-BENZ C300
The most luxurious of the field, the Mercedes needs to improve its ride quality and improve the value proposition of its pricing.
2ND PLACE: AUDI A4 2.0T QUATTRO
Smart, practical, sophisticated, and something of a Q-ship, the Audi quietly crawled its way up the podium but lacked the personality to take the top spot.
1ST PLACE: ALFA ROMEO GIULIA
Efficient, economical, quick, safe, and without question the most fun to drive, the Giulia is a car we’re willing to gamble on despite its reliability legacy and lack of cost-of -ownership data.
This art work was created from an internet image. The 2018 Karma Revero has a huge task ahead of it—not many, if any, failed luxury cars have made a comeback. Introduced five years ago as the Fisker Karma EVer, the reborn Revero has taken the model name as its new marque. But beyond creating a new nameplate, Karma’s owner, Chinese conglomerate Wanxiang Group, has funded a new U.S. factory in California and bought Fisker battery supplier A123.
The first of these $130,000 plug-in hybrid sedans have rolled off the assembly line and will be making their way to about 10 dealers located in Los Angeles, Phoenix, Dallas, Atlanta, Miami, Philadelphia, New York, Boston and Chicago metro areas.
Familiar face
The car retains the same sexy shape that turned heads in 2012, and the design still holds up quite well today. Add to the fact that only 2,349 Fiskers were built, the new car has a look that is at once both fresh and timeless. There are other touches that are in keeping with the uniqueness of the car, like the individually hand painted-badges affixed to the hood and rear decklid, a new front grille treatment and new paint schemes courtesy of the Moreno Valley, Calif., assembly plant, which has a state-of-the-art robotic paint system.
Other upgrades to the car include the use of more sound deadening foam up front and a completely re-engineered and more user-friendly infotainment system that also incorporates Apple CarPlay and Android Auto.
The basic mechanical package remains the same. There’s a 235-horsepower 2.0-liter turbocharged 4-cylinder engine under the hood from General Motors that acts as a power generator and two 150 kilowatt electric motors mounted on the rear axle, which is good for a combined 403 horsepower output.
More 4-door coupe than sedan
Slide behind the wheel of the Revero and you’ll find yourself settling into a well-bolstered sport seat and a thick, grippy, leather-covered steering wheel before you. With its closely coupled cabin, the Revero can truly be called a 4-door coupe. The two rear seats of this 4-passenger automobile are also aggressively bolstered and despite the long wheelbase, rear seat legroom is at a premium. Still, tight cabin aside, the Karma Revero is more than being looked at and admired; it’s also about the driving.
The vehicle’s aluminum spaceframe is stiff and well-tuned to the car’s independent suspension. One gripe of the original was that despite this foundation, it felt loose. There were large gaps and the interior didn’t seem to fit together well. Additional insulation with its better noise, vibration and harshness (NVH) control and a high level of craftsmanship now gives the Revero the solid feel of an automobile that can command $130,000.
The push-button start and faceted crystal gear selector carry over. Punch the start button and the car comes to life and offers three distinct driving options. Stealth is the pure EV mode that allows the vehicle to be driven from the lithium-ion battery pack. Although the EPA rating on the car says the Karma is good for 32 pure electric miles, during our two-hour test drive, we saw the range indicate a distance of something over 40 miles and by the end of the run, we still had about 27 miles of EV motoring left. There are three stages of regenerative braking and if you select the most aggressive Level 3, you can push quite a bit of energy back into the battery pack. Also, the car’s solar roof has been upgraded to be able to over the course of a day, generate enough electricity to give you an additional 3 miles of range. Recharging the battery pack using 240 volts takes three hours (10 at 110 volts), but also a quick charge feature can give you up to 80 percent in 24 minutes.
0-60 mph in 5.4 seconds
While Stealth mode is good in and around town and has some decent performance of its own (0-60 mph in 6.9 seconds to a 95 mph top speed), there’s a Sustain mode that will keep the battery charged and run the vehicle off the engine generator. In this mode, the vehicle operates more like a conventional hybrid and has, because of the lower power rating, a more leisurely 0-60 mph time of 7.2 seconds. It also is electronically limited to a 95 mph top speed. Finally, the Sport mode uses both battery and generator power to give the Revero the snap off the line of its 5.4-second 0-60 mph capability (almost a second quicker than the Fisker version, thanks to improved electric motor technology). Top speed is also limited in this mode to 125 mph.
In addition to the three basic driving modes, you can mix and match the weighting of the steering with sport, normal and sustainable settings that move from very heavy (sport) to light (sustainable). Normal seemed just about right for all-around driving, since Sport can feel like the steering is heavily mired in parking lot maneuvers.
The new infotainment system is buttonless, but still pretty easy to navigate and use. Response times are quick and there are some slick features, like the ability to move the nav screen from the center display to the instrument cluster, eliminating the need for an intrusive head-up display.
Exclusivity is its calling card
Our time behind the wheel was relatively short, but impressive. It appears that a lot of build issues have been worked out along with making some of the user interfaces more intuitive while still retaining a high-tech edge.
Perhaps the most refreshing element of the rebirth of the Karma is the promise that the Revero is not out there to sell in huge numbers or change the automotive landscape. Its goals are modest—being able to offer a distinctive, competent and efficient vehicle to a discriminating, well-heeled clientele. It’s an approach that bodes well for this second act in the Karma story
Source: Kelly Bluebook
Premium means something “of superior value, out
of the ordinary”...like an Alfa Romeo Giulia Veloce.
Alfa Giulia is The Big Test Winner MOTORtrend!
GIULIA VS. 330I VS. A4 VS. C300 VS. ATS VS. XE VS. IS VS. S60
Who Makes the Best Compact Luxury Sports Sedan?
MOTORtrend looked at the whole picture, including price, depreciation, reliability, dealer experience, safety, infotainment features, and cargo- and passenger-carrying capacity. But given the nature of this category, subjective criteria also come into play, so things such as styling, brand image, overall appeal, and driving enjoyment are major factors in this test.
Every year, a half-million Americans are willing to pay a substantial premium for the experience of owning, driving, and of course being seen in one of these premium cars.
Our entry criteria were simple: a modest-down-payment, $399/month lease for 36 months, four doors, and a turbocharged 2.0-liter four-cylinder engine. The contenders: the Alfa Romeo Giulia, Audi A4 2.0TQuattro, BMW 330i, Cadillac ATS 2.0T, Jaguar XE 25t, Lexus IS 200t F Sport, Mercedes-Benz C300, and Volvo S60 T6 R-Design.
Ride & Handling
Alfa Romeo Giulia
Hit: Driving experience
The single most important attribute of a luxury sport sedan is the driving experience. It must handle like a four-door sports car, but it must also ride acceptably well for a luxury car. Nailing that balance is no easy task, and many came up short.
The biggest disappointment came from the BMW, which created the benchmark for this segment three decades ago. We’ve long criticized the latest 3 Series for being too soft, and this latest update hasn’t addressed that. The ride is comfortable, yes, but at the expense of handling, which no longer feels as sharp or focused. Rather than the class leader, it’s class generic.
On the other end of the spectrum is the Alfa. It was the nearly unanimous driver’s favorite, simultaneously a marvelous car to drive fast and still a comfortable commuter. The steering is quick, responsive, and talkative. The chassis responds perfectly to every input while muting every bump. More than any car here, it put the sport in sport sedan without suffering a jarring ride as a trade-off. A close second to the Alfa is the Cadillac, which got the vote from the lone dissenter. But its equally phenomenal chassis and steering were offset by a less luxurious ride quality.
Similar ride and handling trade-offs were the rule among the Lexus, Jaguar, Mercedes, and Audi. The Lexus handles nicely and rides well, but its portly curb weight made it feel heavy and dulled its responses. The Jaguar and Mercedes handled very well, but rubber-band tires and stiff shocks hurt their ride quality. The Audi both handled and rode very well, but the experience was very isolated and disconnected from the road. Many an editor likened it to a driving simulator.
The Volvo, which once overachieved in this category, felt a generation behind. The heaviest car here, its weight was a constant presence in corners despite the all-wheel drive’s best efforts to yank it out of the corner and down the straight. The steering was full of vibration from the all-wheel drive, and the ride wasn’t spectacular. In a hot segment, it’s just out-classed.
Audi A4 2.0T Quattro
Miss: Lack of passion
Performance
BMW 330i
Miss: Enjoyment—doesn’t do what the design suggests
Given the range of vehicles you could lease at this price, your decision to go with a sport sedan suggests you value performance. As such, this attribute likely weighs heavily on your purchase priorities. It’s the bedrock attribute of this segment.
The BMW 3 Series defined this segment and ruled it for decades, but in this test, it comes up average. It’s slightly above midpack in acceleration but among the worst in braking and just average in our instrumented handling tests. Still, judges praised its linear acceleration, minimal turbo lag, and excellent transmission programing.
If you want absolute performance at this price point and fuel economy, look no further than the Audi. A sleeper, the conservatively styled A4 is the quickest both in a straight line and around our figure-eight test. Its dual-clutch transmission and all-wheel drive give it a performance and traction edge off the line. But beyond 60 mph the Alfa’s best weight-to-power ratio and shortest gearing deliver the best performance, reaching 100 mph 1 second quicker and finishing the quarter-mile 3.3 mph faster than the Audi. Likewise, the Mercedes, with its Sport package, equals the Audi’s best-in-class figure-eight performance while stopping shorter. The Alfa’s figure-eight performance was severely handicapped by its overly aggressive stability control, which couldn’t be defeated.
The Cadillac comes up surprisingly short given its second-most powerful engine and second-lightest curb weight. We attribute this to its tallish first gear and somewhat lazy transmission. The Jaguar’s second-shortest gearing compensates for its second-worst weight-to-power ratio to produce solidly midpack performance.
The Lexus earned its slowest straight-line performance fair and square with the second-highest curb weight (despite being only rear-wheel drive) and the second-least powerful engine. It just felt overburdened. What the Lexus lacked in power, though, it made up for in handling.
Then there’s the odd case of the Volvo. A turbocharged and supercharged T6 variant rather than the directly comparable turbocharged T5 we requested, it was the most powerful in the test and blessed with all-wheel drive and the R-Design sport package, not to mention a Polestar engine software upgrade. It was also, however, the heaviest. As such, it was third-quickest to 60 mph and stopped second-shortest, but it was slowest on the figure eight by a good margin.
Efficiency
Jaguar XE 25t
Miss: Interior quality, design, and ergonomics
Gas is pretty dang cheap right now, but it won’t always be. Even when it’s cheap, it’s still an expense. There’s also an expectation of good fuel economy that comes with a downsized engine. After all, you want some payback when you give up horsepower and torque.
According to the EPA’s standardized lab test, these vehicles all return very similar fuel economy. Going by window stickers alone, we see most get around 23/32/26 mpg city/highway/combined. The Jaguar fares the worst, posting 21/30/24 mpg rating. The Mercedes just beats out the Alfa and the Audi by returning a best-in-test 24/34/28 mpg city/highway/combined. As you can see, it’s not a broad spread.
Here, our Real MPG partnership with Emissions Analytics is invaluable. In real-world testing, the Mercedes fell 2 mpg short across the board, abdicating its top spot. The Jaguar redeemed itself in city and combined ratings, and the Lexus dropped to a worst-observed 20.4/31.1/24.2 mpg city/highway/combined. Meanwhile, the Alfa soared with an observed 28.2/37.9/31.8 mpg city/highway/combined, well above its EPA estimates in all categories. We must caution, however, that our Alfa Romeo and Lexus were preproduction units, and both could show different results once their final software calibrations are made.
Cockpit/Cabin
Much of what makes a luxury sedan is its interior. After all, it’s the place where you spend time and the part of the car you spend the most time looking at, touching, listening to, and interacting with.
Regardless of the metrics used to score such subjective criteria, the Mercedes comes out on top. The elegant design and top-quality tactile materials made it a unanimous favorite among the judges. It also scored high marks in quietness, comfort, and rear-seat space. It was let down slightly by a cut-rate Garmin navigation system integrated into the otherwise all-Mercedes infotainment system.
The Audi also was well-received by the judges. The technical superiority was obvious; its virtual cockpit digital dash looked like something out of the future and offered features and functionality no competitor could match. We were also impressed with its impeccable build quality and excellent materials. It took demerits for a slightly tight rear seat, somewhat sterile design (apart from the dash), and slightly louder interior than we’d prefer.
Lexus came in a strong third, with high marks for build quality, materials, and interior quietness. Its design was controversial, and the rear seat was a bit cramped, but the seats were lauded for their comfort and support. The infotainment system and its finicky joystick interface earned unanimous scorn, even from the most generous judge. Even dismissing the controller, the system itself looks old and outdated, and it isn’t especially intuitive.
Other cars let down by their infotainment systems were the Cadillac and Jaguar. Although Cadillac’s CUE system is the best iteration to date, many of the judges still found the touch-sensitive controls difficult to use while driving and not always responsive. The Jaguar, also sporting its best infotainment system in years, drew complaints for being unintuitive and for crashing on several editors. Both cars were also hammered for their nearly unusable rear seats and rather dull interior designs.
The Volvo and BMW, meanwhile, were complimented for their comfort and decently sized rear seats but criticized for their dated interior designs and average materials quality. The BMW clawed some points back with its ergonomics, and the Volvo did, as well, because of its excellent seats. The BMW took hits for its incomprehensible Apple CarPlay integration, and the Volvo was dinged for its loud interior, especially for admitting rough engine noise into the cabin.
Lexus IS 200t F Sport
Miss: Front-end styling, acceleration
Then there’s the Alfa. Praised for its interesting and stylish interior design, it took knocks for its wonky ergonomics. We liked its decently large rear seat and comfortable front seats, but we took issue with the fit and finish and some cheaper materials.
Safety
Volvo S60 T6
Miss: Age. It just feels old.
As it was with fuel efficiency, our competitors are evenly matched in both government and insurance industry crash tests. No competitor scored lower than four stars out of five in the National Highway Transportation Safety Administration’s testing or Good in an Insurance Institute for Highway Safety crash test. (IIHS scores range from Poor to Good in crashworthiness testing and from Basic to Superior in crash-prevention systems.) Still, there are details to be examined here.
We should note before going forward that neither the Alfa Romeo nor Jaguar have yet been tested by either U.S. agency. The cars have been crash tested by their manufacturers and the results accepted by the NHTSA, so they can be sold in the U.S. Both cars also received five out of five stars in Europe’s Euro NCAP crash testing. We should also note that some data used here comes from the 2015 and 2016 model years, but the vehicles in question have not changed substantially between then and the current model year.
As you might expect, the Volvo came out on top of a very competitive field. The company, which stakes its reputation squarely on safety, had perfect scores in every crash test and top marks in the IIHS’ tests for seats and crash avoidance systems, as well as high marks in IIHS tests for headlights and LATCH child seat anchors. It is an IIHS Top Safety Pick+, along with the Audi and BMW.
Among the rest of the pack, only the Volvo and Cadillac achieved a five-star front crash rating from NHTSA. The rest received four stars. All but the Mercedes-Benz received a five-star rollover rating from the NHTSA—the C300 scored four stars. Every competitor received five stars overall from NHTSA.
The IIHS hasn’t completed all tests on every competitor. In crash-prevention testing, the BMW and Lexus were the only two tested cars to receive an Advanced rating on their crash-avoidance systems. The rest received Superior grades. The Cadillac and Mercedes received Poor ratings for their headlights, and the rest tested received an Acceptable rating.
Value
Mercedes-Benz C300
Miss: Stiff ride with sport package
Because you’ll be paying the same lease price on all these competitors, value requires a different measurement. After all, no one wants to pay the same for a lesser car. How you define value is up to you, but for the purpose of this comparison, we’ve framed it as the content and performance you get for your $399 monthly payment. (And because many people buy out their leases, sticker price and retained value matter even in a leasing context.)
On this metric, the Audi shines brightest. Although its purchase price is on the higher end of the group, the return on investment is high. The Audi boasts the highest performance in our instrumented testing while also offering far more features than the rest. With price equalized, there’s no questioning the Audi’s dominance in the amount of car you get for the money. The Alfa scores high on performance and boasts the cheapest purchase price as-tested but has fewer features.
In the middle of the pack, the Jaguar offers quite a few features but is let down by low performance scores and a high as-tested price. The Lexus lands in a similar boat, but boasts a better as-tested price. The BMW, Cadillac, and Mercedes all offered a similar balance of performance and content. Cadillac, Mercedes, Lexus, and Volvo all sent cars equipped with sport handling packages, potentially in lieu of other content for the same money. BMW and Cadillac also tend to charge extra for features others include standard.
The Volvo stands out as a difficult case. Because a T6 R-Design was supplied, it carries the highest starting price and second-highest as-tested price, but it also snuck in a supercharged and turbocharged engine with by far the highest horsepower and torque output. As such, it performed well in testing and had high feature content. But at a $399 lease price, you’d actually get a T5 Inscription Platinum and give up the performance advantage.
Cost of Ownership
Time is a luxury and therefore so is reliability; no one wants to spend extra time at the dealer.
Unfortunately, the information on the all-new Alfa Romeo Giulia is incomplete. Having returned to the U.S. market only recently, there simply is no empirical data regarding reliability, maintenance, repairs, and depreciation on an Alfa Romeo—although past models have taken slings and arrows in European quality ratings. We’ve calculated values for those categories based on information from multiple sources, and we took an average of costs for the rest of the competitors.
Per our partners at Intellichoice, the Cadillac is the car whose lease you might consider buying out. Although not the cheapest in any category, low costs across the board keep the Cadillac’s five-year cost of ownership to $45,592. Conversely, the Lexus suffers high insurance, fuel, and maintenance costs, giving it the highest five-year cost at $52,254.
There’s also the matter of complimentary scheduled maintenance. Sometimes it’s baked into the lease price, sometimes the manufacturer eats the cost as an incentive that changes from year to year based on the marketing department’s whim. At present, Jaguar offers five years/60,000 miles of free maintenance; BMW, Cadillac, and Volvo offer three/36,000 miles, and Lexus gives the first two services in the first year for free. Alfa Romeo, Audi, and Mercedes still charge for routine maintenance.
We would also point out that the difference between the most and least expensive car to own over five years is less than $7,000, illustrating again just how evenly matched the competitors are.
Conclusion
We considered every facet of these nine cars. We debated long and hard over how to weigh each category, given the values of buyers in this class. We wrestled with reputations and missing data, balanced the marketing and hype, and noted the differing expectations and priorities between leasing and buying.
However, in a class where passion, prestige, and performance often take precedence over cold hard facts and logic, we follow our hearts as much or more than our heads.
As a result, the back of the pack is populated exclusively by older models who have seen the segment pass them by.
The Volvo, which finished in second place the last time around, is showing its age. Far and away the oldest car in the test, it was outclassed at nearly every turn. Thoughtful updates have kept it on life support, but a new engine is no substitute for the comprehensive updates needed to make the S60 truly competitive, and the all-new car can’t come soon enough.
The BMW 3 Series easily won our last Big Test in this class, but even with a recent refresh we found it lacking. It led no categories and inspired little love from the judges, except for its zingy engine. The pressure is on Bavaria to up the next edition’s game if it wants to improve on its seventh-place finish here.
Cadillac ATS 2.0T
Miss: Rear seat
The Cadillac and Jaguar fought fiercely for position in the middle of the pack, with the American just edging out the Brit. Both cars drove wonderfully, but both were kneecapped by penned-in rear seats. The deciding factor ended up being the Jag’s glitchy infotainment system.
An excellent all-around performer, the Mercedes-Benz C300 is by far the most luxurious car here while still offering serious performance credentials. If its options packages were more value-oriented and the Sport edition carried a more luxurious ride, it might’ve managed the silver instead of bronze. It’s a similar story for the fourth-place Lexus, which punched above its weight class on many fronts but couldn’t overcome a weak engine and infuriating infotainment system.
Finishing in an honorable second place is the Audi A4. On paper the Audi wins in terms of features and space, while matching the Alfa’s objective performance, but a sterile personality and a sense of isolation from the driving experience kept it out of first place. If you aren’t willing to try the Alfa until all the data is in, the Audi is an excellent second option.
But because lease deals are a temporary fling, a shopper has the luxury of making make a decision with as much emotion as pragmatism. By that measure, the Alfa Romeo Giulia stacks up well in every category. Its incredible performance and driving experience make it the easy choice for us. We’re willing to look past the reliability question marks to experience the passion this Italian delight delivers. Without question, if it were our money, this would be the car we’d pick.
8TH PLACE: S60 T6
Stylish and safe, the Volvo can’t escape its long-past sell-by date. It’s an old car in a hyper-competitive class, and it just can’t keep up anymore.
7TH PLACE: BMW 330I
How the mighty have fallen. The reigning winner and standard-bearer of the class suffers from old age, dulled dynamics, and a lack of personality.
6TH PLACE: JAGUAR XE 25T
A new standard in the sporty-handling versus refined-ride equation, the Jaguar was undone by its tiny back seat, boring interior styling, and buggy infotainment system.
5TH PLACE: CADILLAC ATS 2.0T
The best sport sedan chassis in the class is let down by a useless back seat and barely acceptable infotainment system.
4TH PLACE: LEXUS IS 200T F SPORT
A good all-around performer, the weighty Lexus is underserved by its overstressed engine, unintuitive infotainment system, and polarizing styling.
3RD PLACE: MERCEDES-BENZ C300
The most luxurious of the field, the Mercedes needs to improve its ride quality and improve the value proposition of its pricing.
2ND PLACE: AUDI A4 2.0T QUATTRO
Smart, practical, sophisticated, and something of a Q-ship, the Audi quietly crawled its way up the podium but lacked the personality to take the top spot.
1ST PLACE: ALFA ROMEO GIULIA
Efficient, economical, quick, safe, and without question the most fun to drive, the Giulia is a car we’re willing to gamble on despite its reliability legacy and lack of cost-of -ownership data.
After the work we did on Three Minutes to the Ground, we started exploring visuals for the next single off of the album Loveheroin. The track is called Colorado.
We also made a large amount of variations for this one, but they were less intense in differences.
As usual, it's wild to see art I designed on Apple Music/iTunes/CarPlay.
You can listen to Colorado on Bandcamp as well, or watch the music video.
If you want to see some alternative ideas/concepts/process shots, you can visit the case study on my Dribbble profile.
Premium means something “of superior value, out
of the ordinary”...like an Alfa Romeo Giulia Veloce.
Alfa Giulia is The Big Test Winner MOTORtrend!
GIULIA VS. 330I VS. A4 VS. C300 VS. ATS VS. XE VS. IS VS. S60
Who Makes the Best Compact Luxury Sports Sedan?
MOTORtrend looked at the whole picture, including price, depreciation, reliability, dealer experience, safety, infotainment features, and cargo- and passenger-carrying capacity. But given the nature of this category, subjective criteria also come into play, so things such as styling, brand image, overall appeal, and driving enjoyment are major factors in this test.
Every year, a half-million Americans are willing to pay a substantial premium for the experience of owning, driving, and of course being seen in one of these premium cars.
Our entry criteria were simple: a modest-down-payment, $399/month lease for 36 months, four doors, and a turbocharged 2.0-liter four-cylinder engine. The contenders: the Alfa Romeo Giulia, Audi A4 2.0TQuattro, BMW 330i, Cadillac ATS 2.0T, Jaguar XE 25t, Lexus IS 200t F Sport, Mercedes-Benz C300, and Volvo S60 T6 R-Design.
Ride & Handling
Alfa Romeo Giulia
Hit: Driving experience
The single most important attribute of a luxury sport sedan is the driving experience. It must handle like a four-door sports car, but it must also ride acceptably well for a luxury car. Nailing that balance is no easy task, and many came up short.
The biggest disappointment came from the BMW, which created the benchmark for this segment three decades ago. We’ve long criticized the latest 3 Series for being too soft, and this latest update hasn’t addressed that. The ride is comfortable, yes, but at the expense of handling, which no longer feels as sharp or focused. Rather than the class leader, it’s class generic.
On the other end of the spectrum is the Alfa. It was the nearly unanimous driver’s favorite, simultaneously a marvelous car to drive fast and still a comfortable commuter. The steering is quick, responsive, and talkative. The chassis responds perfectly to every input while muting every bump. More than any car here, it put the sport in sport sedan without suffering a jarring ride as a trade-off. A close second to the Alfa is the Cadillac, which got the vote from the lone dissenter. But its equally phenomenal chassis and steering were offset by a less luxurious ride quality.
Similar ride and handling trade-offs were the rule among the Lexus, Jaguar, Mercedes, and Audi. The Lexus handles nicely and rides well, but its portly curb weight made it feel heavy and dulled its responses. The Jaguar and Mercedes handled very well, but rubber-band tires and stiff shocks hurt their ride quality. The Audi both handled and rode very well, but the experience was very isolated and disconnected from the road. Many an editor likened it to a driving simulator.
The Volvo, which once overachieved in this category, felt a generation behind. The heaviest car here, its weight was a constant presence in corners despite the all-wheel drive’s best efforts to yank it out of the corner and down the straight. The steering was full of vibration from the all-wheel drive, and the ride wasn’t spectacular. In a hot segment, it’s just out-classed.
Audi A4 2.0T Quattro
Miss: Lack of passion
Performance
BMW 330i
Miss: Enjoyment—doesn’t do what the design suggests
Given the range of vehicles you could lease at this price, your decision to go with a sport sedan suggests you value performance. As such, this attribute likely weighs heavily on your purchase priorities. It’s the bedrock attribute of this segment.
The BMW 3 Series defined this segment and ruled it for decades, but in this test, it comes up average. It’s slightly above midpack in acceleration but among the worst in braking and just average in our instrumented handling tests. Still, judges praised its linear acceleration, minimal turbo lag, and excellent transmission programing.
If you want absolute performance at this price point and fuel economy, look no further than the Audi. A sleeper, the conservatively styled A4 is the quickest both in a straight line and around our figure-eight test. Its dual-clutch transmission and all-wheel drive give it a performance and traction edge off the line. But beyond 60 mph the Alfa’s best weight-to-power ratio and shortest gearing deliver the best performance, reaching 100 mph 1 second quicker and finishing the quarter-mile 3.3 mph faster than the Audi. Likewise, the Mercedes, with its Sport package, equals the Audi’s best-in-class figure-eight performance while stopping shorter. The Alfa’s figure-eight performance was severely handicapped by its overly aggressive stability control, which couldn’t be defeated.
The Cadillac comes up surprisingly short given its second-most powerful engine and second-lightest curb weight. We attribute this to its tallish first gear and somewhat lazy transmission. The Jaguar’s second-shortest gearing compensates for its second-worst weight-to-power ratio to produce solidly midpack performance.
The Lexus earned its slowest straight-line performance fair and square with the second-highest curb weight (despite being only rear-wheel drive) and the second-least powerful engine. It just felt overburdened. What the Lexus lacked in power, though, it made up for in handling.
Then there’s the odd case of the Volvo. A turbocharged and supercharged T6 variant rather than the directly comparable turbocharged T5 we requested, it was the most powerful in the test and blessed with all-wheel drive and the R-Design sport package, not to mention a Polestar engine software upgrade. It was also, however, the heaviest. As such, it was third-quickest to 60 mph and stopped second-shortest, but it was slowest on the figure eight by a good margin.
Efficiency
Jaguar XE 25t
Miss: Interior quality, design, and ergonomics
Gas is pretty dang cheap right now, but it won’t always be. Even when it’s cheap, it’s still an expense. There’s also an expectation of good fuel economy that comes with a downsized engine. After all, you want some payback when you give up horsepower and torque.
According to the EPA’s standardized lab test, these vehicles all return very similar fuel economy. Going by window stickers alone, we see most get around 23/32/26 mpg city/highway/combined. The Jaguar fares the worst, posting 21/30/24 mpg rating. The Mercedes just beats out the Alfa and the Audi by returning a best-in-test 24/34/28 mpg city/highway/combined. As you can see, it’s not a broad spread.
Here, our Real MPG partnership with Emissions Analytics is invaluable. In real-world testing, the Mercedes fell 2 mpg short across the board, abdicating its top spot. The Jaguar redeemed itself in city and combined ratings, and the Lexus dropped to a worst-observed 20.4/31.1/24.2 mpg city/highway/combined. Meanwhile, the Alfa soared with an observed 28.2/37.9/31.8 mpg city/highway/combined, well above its EPA estimates in all categories. We must caution, however, that our Alfa Romeo and Lexus were preproduction units, and both could show different results once their final software calibrations are made.
Cockpit/Cabin
Much of what makes a luxury sedan is its interior. After all, it’s the place where you spend time and the part of the car you spend the most time looking at, touching, listening to, and interacting with.
Regardless of the metrics used to score such subjective criteria, the Mercedes comes out on top. The elegant design and top-quality tactile materials made it a unanimous favorite among the judges. It also scored high marks in quietness, comfort, and rear-seat space. It was let down slightly by a cut-rate Garmin navigation system integrated into the otherwise all-Mercedes infotainment system.
The Audi also was well-received by the judges. The technical superiority was obvious; its virtual cockpit digital dash looked like something out of the future and offered features and functionality no competitor could match. We were also impressed with its impeccable build quality and excellent materials. It took demerits for a slightly tight rear seat, somewhat sterile design (apart from the dash), and slightly louder interior than we’d prefer.
Lexus came in a strong third, with high marks for build quality, materials, and interior quietness. Its design was controversial, and the rear seat was a bit cramped, but the seats were lauded for their comfort and support. The infotainment system and its finicky joystick interface earned unanimous scorn, even from the most generous judge. Even dismissing the controller, the system itself looks old and outdated, and it isn’t especially intuitive.
Other cars let down by their infotainment systems were the Cadillac and Jaguar. Although Cadillac’s CUE system is the best iteration to date, many of the judges still found the touch-sensitive controls difficult to use while driving and not always responsive. The Jaguar, also sporting its best infotainment system in years, drew complaints for being unintuitive and for crashing on several editors. Both cars were also hammered for their nearly unusable rear seats and rather dull interior designs.
The Volvo and BMW, meanwhile, were complimented for their comfort and decently sized rear seats but criticized for their dated interior designs and average materials quality. The BMW clawed some points back with its ergonomics, and the Volvo did, as well, because of its excellent seats. The BMW took hits for its incomprehensible Apple CarPlay integration, and the Volvo was dinged for its loud interior, especially for admitting rough engine noise into the cabin.
Lexus IS 200t F Sport
Miss: Front-end styling, acceleration
Then there’s the Alfa. Praised for its interesting and stylish interior design, it took knocks for its wonky ergonomics. We liked its decently large rear seat and comfortable front seats, but we took issue with the fit and finish and some cheaper materials.
Safety
Volvo S60 T6
Miss: Age. It just feels old.
As it was with fuel efficiency, our competitors are evenly matched in both government and insurance industry crash tests. No competitor scored lower than four stars out of five in the National Highway Transportation Safety Administration’s testing or Good in an Insurance Institute for Highway Safety crash test. (IIHS scores range from Poor to Good in crashworthiness testing and from Basic to Superior in crash-prevention systems.) Still, there are details to be examined here.
We should note before going forward that neither the Alfa Romeo nor Jaguar have yet been tested by either U.S. agency. The cars have been crash tested by their manufacturers and the results accepted by the NHTSA, so they can be sold in the U.S. Both cars also received five out of five stars in Europe’s Euro NCAP crash testing. We should also note that some data used here comes from the 2015 and 2016 model years, but the vehicles in question have not changed substantially between then and the current model year.
As you might expect, the Volvo came out on top of a very competitive field. The company, which stakes its reputation squarely on safety, had perfect scores in every crash test and top marks in the IIHS’ tests for seats and crash avoidance systems, as well as high marks in IIHS tests for headlights and LATCH child seat anchors. It is an IIHS Top Safety Pick+, along with the Audi and BMW.
Among the rest of the pack, only the Volvo and Cadillac achieved a five-star front crash rating from NHTSA. The rest received four stars. All but the Mercedes-Benz received a five-star rollover rating from the NHTSA—the C300 scored four stars. Every competitor received five stars overall from NHTSA.
The IIHS hasn’t completed all tests on every competitor. In crash-prevention testing, the BMW and Lexus were the only two tested cars to receive an Advanced rating on their crash-avoidance systems. The rest received Superior grades. The Cadillac and Mercedes received Poor ratings for their headlights, and the rest tested received an Acceptable rating.
Value
Mercedes-Benz C300
Miss: Stiff ride with sport package
Because you’ll be paying the same lease price on all these competitors, value requires a different measurement. After all, no one wants to pay the same for a lesser car. How you define value is up to you, but for the purpose of this comparison, we’ve framed it as the content and performance you get for your $399 monthly payment. (And because many people buy out their leases, sticker price and retained value matter even in a leasing context.)
On this metric, the Audi shines brightest. Although its purchase price is on the higher end of the group, the return on investment is high. The Audi boasts the highest performance in our instrumented testing while also offering far more features than the rest. With price equalized, there’s no questioning the Audi’s dominance in the amount of car you get for the money. The Alfa scores high on performance and boasts the cheapest purchase price as-tested but has fewer features.
In the middle of the pack, the Jaguar offers quite a few features but is let down by low performance scores and a high as-tested price. The Lexus lands in a similar boat, but boasts a better as-tested price. The BMW, Cadillac, and Mercedes all offered a similar balance of performance and content. Cadillac, Mercedes, Lexus, and Volvo all sent cars equipped with sport handling packages, potentially in lieu of other content for the same money. BMW and Cadillac also tend to charge extra for features others include standard.
The Volvo stands out as a difficult case. Because a T6 R-Design was supplied, it carries the highest starting price and second-highest as-tested price, but it also snuck in a supercharged and turbocharged engine with by far the highest horsepower and torque output. As such, it performed well in testing and had high feature content. But at a $399 lease price, you’d actually get a T5 Inscription Platinum and give up the performance advantage.
Cost of Ownership
Time is a luxury and therefore so is reliability; no one wants to spend extra time at the dealer.
Unfortunately, the information on the all-new Alfa Romeo Giulia is incomplete. Having returned to the U.S. market only recently, there simply is no empirical data regarding reliability, maintenance, repairs, and depreciation on an Alfa Romeo—although past models have taken slings and arrows in European quality ratings. We’ve calculated values for those categories based on information from multiple sources, and we took an average of costs for the rest of the competitors.
Per our partners at Intellichoice, the Cadillac is the car whose lease you might consider buying out. Although not the cheapest in any category, low costs across the board keep the Cadillac’s five-year cost of ownership to $45,592. Conversely, the Lexus suffers high insurance, fuel, and maintenance costs, giving it the highest five-year cost at $52,254.
There’s also the matter of complimentary scheduled maintenance. Sometimes it’s baked into the lease price, sometimes the manufacturer eats the cost as an incentive that changes from year to year based on the marketing department’s whim. At present, Jaguar offers five years/60,000 miles of free maintenance; BMW, Cadillac, and Volvo offer three/36,000 miles, and Lexus gives the first two services in the first year for free. Alfa Romeo, Audi, and Mercedes still charge for routine maintenance.
We would also point out that the difference between the most and least expensive car to own over five years is less than $7,000, illustrating again just how evenly matched the competitors are.
Conclusion
We considered every facet of these nine cars. We debated long and hard over how to weigh each category, given the values of buyers in this class. We wrestled with reputations and missing data, balanced the marketing and hype, and noted the differing expectations and priorities between leasing and buying.
However, in a class where passion, prestige, and performance often take precedence over cold hard facts and logic, we follow our hearts as much or more than our heads.
As a result, the back of the pack is populated exclusively by older models who have seen the segment pass them by.
The Volvo, which finished in second place the last time around, is showing its age. Far and away the oldest car in the test, it was outclassed at nearly every turn. Thoughtful updates have kept it on life support, but a new engine is no substitute for the comprehensive updates needed to make the S60 truly competitive, and the all-new car can’t come soon enough.
The BMW 3 Series easily won our last Big Test in this class, but even with a recent refresh we found it lacking. It led no categories and inspired little love from the judges, except for its zingy engine. The pressure is on Bavaria to up the next edition’s game if it wants to improve on its seventh-place finish here.
Cadillac ATS 2.0T
Miss: Rear seat
The Cadillac and Jaguar fought fiercely for position in the middle of the pack, with the American just edging out the Brit. Both cars drove wonderfully, but both were kneecapped by penned-in rear seats. The deciding factor ended up being the Jag’s glitchy infotainment system.
An excellent all-around performer, the Mercedes-Benz C300 is by far the most luxurious car here while still offering serious performance credentials. If its options packages were more value-oriented and the Sport edition carried a more luxurious ride, it might’ve managed the silver instead of bronze. It’s a similar story for the fourth-place Lexus, which punched above its weight class on many fronts but couldn’t overcome a weak engine and infuriating infotainment system.
Finishing in an honorable second place is the Audi A4. On paper the Audi wins in terms of features and space, while matching the Alfa’s objective performance, but a sterile personality and a sense of isolation from the driving experience kept it out of first place. If you aren’t willing to try the Alfa until all the data is in, the Audi is an excellent second option.
But because lease deals are a temporary fling, a shopper has the luxury of making make a decision with as much emotion as pragmatism. By that measure, the Alfa Romeo Giulia stacks up well in every category. Its incredible performance and driving experience make it the easy choice for us. We’re willing to look past the reliability question marks to experience the passion this Italian delight delivers. Without question, if it were our money, this would be the car we’d pick.
8TH PLACE: S60 T6
Stylish and safe, the Volvo can’t escape its long-past sell-by date. It’s an old car in a hyper-competitive class, and it just can’t keep up anymore.
7TH PLACE: BMW 330I
How the mighty have fallen. The reigning winner and standard-bearer of the class suffers from old age, dulled dynamics, and a lack of personality.
6TH PLACE: JAGUAR XE 25T
A new standard in the sporty-handling versus refined-ride equation, the Jaguar was undone by its tiny back seat, boring interior styling, and buggy infotainment system.
5TH PLACE: CADILLAC ATS 2.0T
The best sport sedan chassis in the class is let down by a useless back seat and barely acceptable infotainment system.
4TH PLACE: LEXUS IS 200T F SPORT
A good all-around performer, the weighty Lexus is underserved by its overstressed engine, unintuitive infotainment system, and polarizing styling.
3RD PLACE: MERCEDES-BENZ C300
The most luxurious of the field, the Mercedes needs to improve its ride quality and improve the value proposition of its pricing.
2ND PLACE: AUDI A4 2.0T QUATTRO
Smart, practical, sophisticated, and something of a Q-ship, the Audi quietly crawled its way up the podium but lacked the personality to take the top spot.
1ST PLACE: ALFA ROMEO GIULIA
Efficient, economical, quick, safe, and without question the most fun to drive, the Giulia is a car we’re willing to gamble on despite its reliability legacy and lack of cost-of -ownership data.
This great looking 2019 Acura NSX can be yours for a cool $209,000, gulp, that's right! Standard equipment starts at around $157,000.
This sleek machine appeared at the 2019 Resurrection Car Show held at Resurrection Church in Leewood Kansas.
Acura updated its supercar for 2019 with chassis enhancements, revised software tuning, a new standard tire, gloss black finish on exterior trim (previously matte), body color front grille garnish (previously silver), a standard Technology package, standard sport seats with semi-aniline leather and Alcantara, a new Thermal Orange Pearl exterior color, and two new interior color options.
The mid-engine NSX coupe is Acura’s flagship supercar. The NSX comes in one trim that includes 19-inch forged aluminum front wheels, 20-inch forged aluminum rear wheels, Continental Sport Contact 6 tires, Brembo six-piston front calipers with four-piston rear calipers, flush-mounted automatic pop-out door handles, automatic LED headlights, an Alcantara headliner, perforated semi-aniline and Alcantara-trimmed heated seats, leather-trimmed instrument panel and doors panels, a 7.0-inch center touchscreen, an 8.0-inch instrument panel screen, Apple CarPlay, Android Auto, a navigation system, and a nine-speaker ELS audio system.
The NSX can be optioned with upgraded Pirelli Trofeo R tires, carbon ceramic brakes (with silver, red, or orange calipers), carbon fiber interior and exterior trim, and lightweight Milano leather and Alcantara-trimmed manually adjustable sport seats.
The all-wheel-drive NSX hybrid powertrain consists of a 500-hp, 406 lb-ft of torque 3.5-liter twin-turbo V-6 paired to a nine-speed dual-clutch automatic and three electric motors. One motor is located between the engine and transmission (47 hp, 109 lb-ft) and two are located in the front, one for each wheel. Total system power is rated at 573 hp and 476 lb-ft and the coupe delivers an EPA-rated 21/22 mpg. In Motor Trend testing, the 2017 Acura NSX hit 60 mph in 3.1 seconds and stopped from 60 mph in just 95 feet.
The NSX has 42.8 inches of legroom and the cargo area behind the engine is 4.4 cubic feet, about the size of a large suitcase.
Standard tech for the 2019 NSX includes a 7.0-inch center touchscreen, an 8.0-inch instrument panel screen, Apple CarPlay, Android Auto, a nine-speaker ELS audio system, two USB ports, and a navigation system. SiriusXM satellite radio is optional.
Source: Car and Driver
The new BMW 1 Series.
Unmistakably sporty, with a higher quality feel and greater presence.
New special-edition models, an enhanced premium interior, extended
connectivity features and the latest-generation iDrive operating system: this is
the next generation of the BMW 1 Series. The sportiest representative of the
premium compact class comes with a broad range of efficient engines
encompassing powerful three-, four- and six-cylinder variants. Uniquely in this
class, the BMW 1 Series has rear-wheel drive, with the intelligent xDrive allwheel-
drive system available as an option. The new edition of the
BMW 1 Series will be launched in July 2017 in 3-door and 5-door versions.
The BMW 1 Series: a tour de force in the premium compact class.
The success story of this sporty compact model dates back to late-summer
2004 and the introduction of the original BMW 1 Series. Thanks to its
superior agility and driving dynamics, it rapidly positioned itself as the epitome
of sporting prowess in the compact segment. To date, more than two million
units of the BMW 1 Series have been sold worldwide, of which approximately
960,000 are from the latest model generation. Germany is the most important
international market and this is where one in four BMW 1 Series is sold,
followed by the UK (20 per cent) and China (eight per cent). The
BMW 1 Series is built in Germany at the plants in Regensburg (3-door and 5-
door models) and Leipzig (5-door). There are also assembly plants for the
Asia-Pacific region in Chennai (India) and Rayong (Thailand).
New special-edition models with striking looks.
The BMW 1 Series is unmistakeably sporty: dynamic contours, the distinctive
kidney grille, long bonnet and a sportily stylish rear define its appearance. New
special-edition models – the Edition Sport Line Shadow, Edition M Sport
Shadow and BMW M140i Edition Shadow – see BMW emphasising the
youthfully refreshing, sporty character of the 1 Series. The special editions
stand out from their siblings with a kidney grille frame painted in black, LED
headlights with black inserts and darkened rear lights which likewise feature
LED technology. The BMW 1 Series Edition M Sport Shadow has black
exhaust tailpipes, too. The new exterior colours Seaside Blue and Sunset
Orange also contribute to the new car’s more striking looks.
The Sport Line, Urban Line and M Sport variants of the BMW 1 Series remain
in the line-up alongside the standard model. And now there are also specialedition
models to choose from. The handover from one model to the next
sees five new light-alloy wheels being added to the range in 17- and 18-inch
formats. A total of 16 different wheel designs – in sizes ranging from 16 to
18 inches – provide plenty of scope for personalisation. The new
BMW 1 Series Edition Sport Line Shadow comes with exclusive 17-inch lightalloy
wheels (725) as standard. The Edition M Sport Shadow has 18-inch
wheels in either Jet Black or Bicolour Jet Black (719 M) to complement its
shadow-like character. And an additional 18-inch light-alloy wheel design is
offered for the M140i/M140i xDrive Edition Shadow (436 M in Orbit Grey).
Upgraded interior, redesigned instrument panel.
Moving inside the new BMW 1 Series, an array of details add to the cabin’s
exclusive, high-quality feel. With a clear and stylish design, the instrument
panel has been completely reworked to place an even greater emphasis on
driver focus. The black-panel instrument cluster has likewise been
reconfigured. Contrast stitching gives the various model variants a
sophisticated appearance. The centre stack, which houses the control panels
for the radio and air conditioning system, features a high-gloss black surface.
There is a roll cover for the cupholders in the centre console, giving the new
interior a clean look. And the window buttons in the doors now have chrome
trim. Thanks to virtually imperceptible gaps, the glove compartment blends
seamlessly into the overall ambience. The air vents for the air conditioning
have been revised and also contribute to the generous impression of space
created by the interior of the new BMW 1 Series.
Customers can also specify an optional new seat covering in Cognac Dakota
leather, while the interior trim strips are now available with Pearl Chrome
accents. The Urban Line offers exclusive new combinations of white or black
acrylic glass with chrome detailing. The standard model, Sport Line and
M Sport variants can be ordered with new combinations of Piano Finish Black,
aluminium or Fineline wood trim with chrome. When it comes to the seat
coverings, BMW 1 Series customers can choose from seven cloth variants,
some including leather or Alcantara.
Using iDrive, the touchscreen or voice control to operate various functions.
The new BMW 1 Series is equipped with the latest generation of the iDrive
operating system as standard. Using the iDrive Touch Controller allows the
driver to comfortably access and activate a variety of vehicle, navigation and
entertainment functions with one hand. Thanks to the touchpad integrated
into the Controller, it is easy to enter destinations for the navigation system in
handwriting style. If the optional Navigation system Professional is fitted, the
high-resolution central 8.8-inch display now comes in touchscreen form.
Intelligent voice control is the third way of operating these functions.
Perfectly connected from the word go.
Thanks to the standard built-in SIM card in the BMW 1 Series,
ConnectedDrive provides optimum connectivity and access to BMW services
without having to rely on the customer’s smartphone. These include the
Concierge Services, where personal assistants select destinations such as
restaurants or hotels for the driver while en route, make reservations and then
send the information directly to the vehicle’s navigation system, complete with
all contact details. Online Entertainment gives BMW 1 Series occupants a
choice of millions of music tracks and audio books, while RTTI (Real Time
Traffic Information) finds a smart way around traffic jams. RTTI now also
includes a hazard preview based on fleet information, meaning that in addition
to the real-time traffic situation, the service also notifies drivers of dangerous
situations – such as accidents or heavy rain – detected by other BMW
vehicles. Anonymised sensor data is used for this purpose. Hazard reports
and rain are shown on the map in the vehicle’s display, while a warning and
message appear on the navigation map when approaching the location of the
danger.
Plus, in selected cities in Germany and the USA, the On-Street Parking
Information service uses the Navigation system Professional display to
indicate the probability of finding an available roadside parking space.
The all-encompassing digital concept BMW Connected seamlessly integrates
the BMW 1 Series into the user’s digital life via touchpoints such as an
iPhone, Apple Watch, Android smartphone or smartwatch. BMW Connected
detects mobility-related information, such as the addresses contained in the
appointments calendar, and transmits this automatically to the vehicle. The
user then receives a message on their smartphone notifying them in advance
of the ideal departure time based on real-time traffic information. In addition,
places the user drives to regularly and personal mobility patterns are also
stored automatically. This means that manually entering destination
addresses in the navigation system is set to largely become a thing of the
past. If navigation details such as the destination address and desired arrival
time have already been set outside the vehicle on the user’s smartphone, the
link between phone and car will allow BMW Connected to transfer the
information seamlessly and make it available to the BMW navigation system.
BMW Connected and the Remote Services allow BMW 1 Series drivers to
stay in touch with their car at all times, no matter where they are. They can
control the heating and ventilation, lock and unlock the doors and call up
vehicle-related information, quickly and easily using their smartphone. And if
they happen to forget where they parked their car, they can check its location
on a map via BMW Connected. Alternatively, the vehicle’s horn or headlight
flasher can be activated remotely in order to locate it in a large car park, for
example. With the help of Alexa and Alexa-capable devices, BMW 1 Series
drivers in Germany and the UK can even manage their appointments in the
BMW Connected mobility agenda and operate vehicle functions by voice
control from the comfort of their home.
For the first time, BMW now offers Microsoft Office 365 users a secure server
connection for exchanging and editing emails, calendar entries and contact
details in the BMW 1 Series, thanks to the car’s built-in Microsoft Exchange
function.
The optional in-car WiFi hotspot provides a high-speed mobile internet
connection for up to ten devices. Apple CarPlay is also available for the
BMW 1 Series via a BMW navigation system. Integrating the smartphone into
the vehicle’s system environment allows the phone and selected apps to be
operated using the iDrive Controller, voice commands or the touchscreen
display (if the Navigation system Professional is specified). Compatible
smartphones can also be supplied with power wirelessly by means of an
optional inductive charging tray.
Driver assistance systems: extra help for the driver.
The assistance systems on the options list for the new BMW 1 Series include
Active Cruise Control with Stop & Go function, which enables the vehicle to
move along with the flow of traffic automatically up to near its maximum
speed. The system alerts the driver and applies the brakes if it detects an
obstacle. The Driving Assistant is also available as an option and comprises
the Lane Departure Warning system and City Collision Mitigation, which
applies the brakes automatically at speeds up to 60 km/h (37 mph) in
response to an imminent collision with a car, motorcycle or pedestrian, for
instance. The Parking Assistant, meanwhile, manoeuvres the car into parking
spots that are either parallel or perpendicular to the road. Its ultrasonic sensors
help to search for suitable spaces while travelling at up to 35 km/h (22 mph).
Highly efficient three-, four- and six-cylinder power units.
The new BMW 1 Series comes with a wide choice of petrol and diesel
engines, comprising three-, four- and six-cylinder variants. They all hail from
the state-of-the-art BMW EfficientDynamics engine family and feature
BMW TwinPower Turbo technology. With the exception of the BMW 116i,
116d EfficientDynamics Edition and 118d xDrive, all models can be specified
with the eight-speed Steptronic or eight-speed Steptronic Sport transmission
as an alternative to the six-speed manual gearshift. The M140i xDrive can only
be ordered with the eight-speed Steptronic Sport transmission.
On the petrol side, the line-up ranges from the BMW 116i – whose
turbocharged three-cylinder unit produces 80 kW/109 hp (fuel consumption
combined: 5.4 – 5.0 l/100 km [52.3 – 56.5 mpg imp]; CO2 emissions
combined: 126 – 116 g/km)* – to the BMW M140i M Performance model,
which stirs 250 kW/340 hp from its six-cylinder in-line engine (fuel
consumption combined: 7.8 – 7.1 l/100 km [36.2 – 39.8 mpg imp]; CO2
emissions combined: 179 – 163 g/km)*.
The diesel models likewise draw their power from cutting-edge engine
technology. In addition to a basic concept that is inherently more efficient, all
the three- and four-cylinder units feature new turbocharger technology and
enhanced common-rail direct injection systems. At the lower end of the
power spectrum is the BMW 116d, delivering 85 kW/116 hp and maximum
torque of 270 Newton metres (199 lb-ft). In the process, it burns
4.1 – 3.6 litres of fuel per 100 km (68.9 – 78.5 mpg imp), equating to CO2
emissions of 107 – 96 g/km*. In extra-efficient BMW 116d EfficientDynamics
Edition guise, fuel consumption is a frugal 3.8 – 3.4 l/100 km
(74.3 – 83.1 mpg imp), resulting in CO2 emissions of 101 – 89 g/km*. The
most powerful four-cylinder diesel engine in the line-up can be found in the
new BMW 125d. The multi-stage turbocharging technology, including
variable turbine geometry for the high-pressure turbocharger, results in
remarkably quick response, output of 165 kW/224 hp and peak torque of
450 Newton metres (332 lb-ft). Combined fuel consumption comes in at
4.6 – 4.3 l/100 km [61.4 – 65.7 mpg imp] and combined CO2 emissions are
120 – 114 g/km*.
Intelligent all-wheel drive for optimum power transmission.
The BMW M140i, BMW 118d and BMW 120d can be specified with
BMW xDrive intelligent all-wheel drive as an alternative to classical rear-wheel
drive. Besides the specific benefits of AWD – such as optimum transmission
of power to the road, supreme driving safety and maximum traction in wintry
conditions, for example – BMW xDrive also reduces understeer and oversteer
through corners. The result is sharper handling in situations such as when
turning into bends.
Two new elite athletes from BMW M GmbH: the M140i andM140i xDrive.
The sportiest member of the BMW 1 Series range also boasts a new look. To
mark the new model year, the BMW M140i M Performance model is also
available in M140i Edition Shadow trim. Black inserts are added to the
standard LED headlights and the kidney grille surround is painted black. The
darkened rear light assemblies lend further impact to the car’s sporting aura,
* Fuel consumption figures based on the EU test cycle, may vary depending on the tyre format specified.
as do the standard 18-inch light-alloy wheels, which are now available for the
first time in Style 436 M Orbit Grey and Style 719 M Jet Black or Bicolour Jet
Black, to go with the previously available Ferric Grey (Style 436 M). The
sportiest BMW 1 Series leaves the factory shod with high-performance
mixed-size tyres as standard, with dimensions of 225/40 at the front and
245/35 at the rear.
The BMW M140i is powered by a three-litre straight-six engine complete with
direct injection, M Performance TwinPower Turbo technology with twin-scroll
turbocharging, fully variable valve timing (VALVETRONIC) and Double-
VANOS variable camshaft control. This all combines to give the BMW M140i
an output of 250 kW/340 hp and maximum torque of 500 Newton metres
(369 lb-ft), which can be summoned from as low down as 1,520 rpm and
remains on tap up to 4,500 rpm. This gives the BMW M140i all the right
credentials for delivering extraordinary performance: with the six-speed
manual gearshift, this compact racer sprints from 0 to 100 km/h (62 mph) in
4.8 seconds, while top speed is electronically limited to 250 km/h (155 mph).
When the optional eight-speed Steptronic Sport transmission is specified, the
BMW M140i reaches the 100 km/h (62 mph) mark from rest in an even
quicker 4.6 seconds (fuel consumption combined: 7.1 l/100 km
[39.8 mpg imp]; CO2 emissions combined: 163 g/km)*. Performance is even
more remarkable in the BMW M140i xDrive versions, thanks to the presence
of intelligent all-wheel drive. Equipped with the eight-speed Steptronic Sport
transmission as standard, the M140i xDrive surges from 0 to 100 km/h
(62 mph) in 4.4 seconds, while returning combined fuel consumption of
7.4 l/100 km (38.2 mpg imp) and CO2 emissions of 169 g/km*.
Variable sport steering adds to the impression of exceptional agility at the
wheel of the BMW M140i. It comes with electromechanical power assistance
and adapts the steering angle of the front wheels to the prevailing driving
situation. This allows lightning-fast evasive manoeuvres but also produces a
sensation of excellent directional and straight-line stability in motorway driving.
The M Sport suspension, M Sport braking system and shorter throw for the
six-speed manual gearshift have all been perfectly matched to the might of
the six-cylinder in-line engine, as have high-performance tyres designed to
ensure that acceleration and braking force are transmitted to the road to
optimum effect. The Driving Experience Control switch in the BMW M140i
features the same modes included in all models in the range, such as
Comfort, Sport and ECO PRO, but also adds the ultra-dynamic Sport+ mode.
In this setting, the configuration of the Dynamic Stability Control system
allows the driver to perform controlled drifts.
Bekijk deze video op YouTube:
Why is the all-new Alfa Romeo considered Premium?
Premium means something “of superior value, out
of the ordinary”...like an Alfa Romeo Giulia Veloce.
Alfa Giulia is The Big Test Winner MOTORtrend!
GIULIA VS. 330I VS. A4 VS. C300 VS. ATS VS. XE VS. IS VS. S60
Who Makes the Best Compact Luxury Sports Sedan?
MOTORtrend looked at the whole picture, including price, depreciation, reliability, dealer experience, safety, infotainment features, and cargo- and passenger-carrying capacity. But given the nature of this category, subjective criteria also come into play, so things such as styling, brand image, overall appeal, and driving enjoyment are major factors in this test.
Every year, a half-million Americans are willing to pay a substantial premium for the experience of owning, driving, and of course being seen in one of these premium cars.
Our entry criteria were simple: a modest-down-payment, $399/month lease for 36 months, four doors, and a turbocharged 2.0-liter four-cylinder engine. The contenders: the Alfa Romeo Giulia, Audi A4 2.0TQuattro, BMW 330i, Cadillac ATS 2.0T, Jaguar XE 25t, Lexus IS 200t F Sport, Mercedes-Benz C300, and Volvo S60 T6 R-Design.
Ride & Handling
Alfa Romeo Giulia
Hit: Driving experience
The single most important attribute of a luxury sport sedan is the driving experience. It must handle like a four-door sports car, but it must also ride acceptably well for a luxury car. Nailing that balance is no easy task, and many came up short.
The biggest disappointment came from the BMW, which created the benchmark for this segment three decades ago. We’ve long criticized the latest 3 Series for being too soft, and this latest update hasn’t addressed that. The ride is comfortable, yes, but at the expense of handling, which no longer feels as sharp or focused. Rather than the class leader, it’s class generic.
On the other end of the spectrum is the Alfa. It was the nearly unanimous driver’s favorite, simultaneously a marvelous car to drive fast and still a comfortable commuter. The steering is quick, responsive, and talkative. The chassis responds perfectly to every input while muting every bump. More than any car here, it put the sport in sport sedan without suffering a jarring ride as a trade-off. A close second to the Alfa is the Cadillac, which got the vote from the lone dissenter. But its equally phenomenal chassis and steering were offset by a less luxurious ride quality.
Similar ride and handling trade-offs were the rule among the Lexus, Jaguar, Mercedes, and Audi. The Lexus handles nicely and rides well, but its portly curb weight made it feel heavy and dulled its responses. The Jaguar and Mercedes handled very well, but rubber-band tires and stiff shocks hurt their ride quality. The Audi both handled and rode very well, but the experience was very isolated and disconnected from the road. Many an editor likened it to a driving simulator.
The Volvo, which once overachieved in this category, felt a generation behind. The heaviest car here, its weight was a constant presence in corners despite the all-wheel drive’s best efforts to yank it out of the corner and down the straight. The steering was full of vibration from the all-wheel drive, and the ride wasn’t spectacular. In a hot segment, it’s just out-classed.
Audi A4 2.0T Quattro
Miss: Lack of passion
Performance
BMW 330i
Miss: Enjoyment—doesn’t do what the design suggests
Given the range of vehicles you could lease at this price, your decision to go with a sport sedan suggests you value performance. As such, this attribute likely weighs heavily on your purchase priorities. It’s the bedrock attribute of this segment.
The BMW 3 Series defined this segment and ruled it for decades, but in this test, it comes up average. It’s slightly above midpack in acceleration but among the worst in braking and just average in our instrumented handling tests. Still, judges praised its linear acceleration, minimal turbo lag, and excellent transmission programing.
If you want absolute performance at this price point and fuel economy, look no further than the Audi. A sleeper, the conservatively styled A4 is the quickest both in a straight line and around our figure-eight test. Its dual-clutch transmission and all-wheel drive give it a performance and traction edge off the line. But beyond 60 mph the Alfa’s best weight-to-power ratio and shortest gearing deliver the best performance, reaching 100 mph 1 second quicker and finishing the quarter-mile 3.3 mph faster than the Audi. Likewise, the Mercedes, with its Sport package, equals the Audi’s best-in-class figure-eight performance while stopping shorter. The Alfa’s figure-eight performance was severely handicapped by its overly aggressive stability control, which couldn’t be defeated.
The Cadillac comes up surprisingly short given its second-most powerful engine and second-lightest curb weight. We attribute this to its tallish first gear and somewhat lazy transmission. The Jaguar’s second-shortest gearing compensates for its second-worst weight-to-power ratio to produce solidly midpack performance.
The Lexus earned its slowest straight-line performance fair and square with the second-highest curb weight (despite being only rear-wheel drive) and the second-least powerful engine. It just felt overburdened. What the Lexus lacked in power, though, it made up for in handling.
Then there’s the odd case of the Volvo. A turbocharged and supercharged T6 variant rather than the directly comparable turbocharged T5 we requested, it was the most powerful in the test and blessed with all-wheel drive and the R-Design sport package, not to mention a Polestar engine software upgrade. It was also, however, the heaviest. As such, it was third-quickest to 60 mph and stopped second-shortest, but it was slowest on the figure eight by a good margin.
Efficiency
Jaguar XE 25t
Miss: Interior quality, design, and ergonomics
Gas is pretty dang cheap right now, but it won’t always be. Even when it’s cheap, it’s still an expense. There’s also an expectation of good fuel economy that comes with a downsized engine. After all, you want some payback when you give up horsepower and torque.
According to the EPA’s standardized lab test, these vehicles all return very similar fuel economy. Going by window stickers alone, we see most get around 23/32/26 mpg city/highway/combined. The Jaguar fares the worst, posting 21/30/24 mpg rating. The Mercedes just beats out the Alfa and the Audi by returning a best-in-test 24/34/28 mpg city/highway/combined. As you can see, it’s not a broad spread.
Here, our Real MPG partnership with Emissions Analytics is invaluable. In real-world testing, the Mercedes fell 2 mpg short across the board, abdicating its top spot. The Jaguar redeemed itself in city and combined ratings, and the Lexus dropped to a worst-observed 20.4/31.1/24.2 mpg city/highway/combined. Meanwhile, the Alfa soared with an observed 28.2/37.9/31.8 mpg city/highway/combined, well above its EPA estimates in all categories. We must caution, however, that our Alfa Romeo and Lexus were preproduction units, and both could show different results once their final software calibrations are made.
Cockpit/Cabin
Much of what makes a luxury sedan is its interior. After all, it’s the place where you spend time and the part of the car you spend the most time looking at, touching, listening to, and interacting with.
Regardless of the metrics used to score such subjective criteria, the Mercedes comes out on top. The elegant design and top-quality tactile materials made it a unanimous favorite among the judges. It also scored high marks in quietness, comfort, and rear-seat space. It was let down slightly by a cut-rate Garmin navigation system integrated into the otherwise all-Mercedes infotainment system.
The Audi also was well-received by the judges. The technical superiority was obvious; its virtual cockpit digital dash looked like something out of the future and offered features and functionality no competitor could match. We were also impressed with its impeccable build quality and excellent materials. It took demerits for a slightly tight rear seat, somewhat sterile design (apart from the dash), and slightly louder interior than we’d prefer.
Lexus came in a strong third, with high marks for build quality, materials, and interior quietness. Its design was controversial, and the rear seat was a bit cramped, but the seats were lauded for their comfort and support. The infotainment system and its finicky joystick interface earned unanimous scorn, even from the most generous judge. Even dismissing the controller, the system itself looks old and outdated, and it isn’t especially intuitive.
Other cars let down by their infotainment systems were the Cadillac and Jaguar. Although Cadillac’s CUE system is the best iteration to date, many of the judges still found the touch-sensitive controls difficult to use while driving and not always responsive. The Jaguar, also sporting its best infotainment system in years, drew complaints for being unintuitive and for crashing on several editors. Both cars were also hammered for their nearly unusable rear seats and rather dull interior designs.
The Volvo and BMW, meanwhile, were complimented for their comfort and decently sized rear seats but criticized for their dated interior designs and average materials quality. The BMW clawed some points back with its ergonomics, and the Volvo did, as well, because of its excellent seats. The BMW took hits for its incomprehensible Apple CarPlay integration, and the Volvo was dinged for its loud interior, especially for admitting rough engine noise into the cabin.
Lexus IS 200t F Sport
Miss: Front-end styling, acceleration
Then there’s the Alfa. Praised for its interesting and stylish interior design, it took knocks for its wonky ergonomics. We liked its decently large rear seat and comfortable front seats, but we took issue with the fit and finish and some cheaper materials.
Safety
Volvo S60 T6
Miss: Age. It just feels old.
As it was with fuel efficiency, our competitors are evenly matched in both government and insurance industry crash tests. No competitor scored lower than four stars out of five in the National Highway Transportation Safety Administration’s testing or Good in an Insurance Institute for Highway Safety crash test. (IIHS scores range from Poor to Good in crashworthiness testing and from Basic to Superior in crash-prevention systems.) Still, there are details to be examined here.
We should note before going forward that neither the Alfa Romeo nor Jaguar have yet been tested by either U.S. agency. The cars have been crash tested by their manufacturers and the results accepted by the NHTSA, so they can be sold in the U.S. Both cars also received five out of five stars in Europe’s Euro NCAP crash testing. We should also note that some data used here comes from the 2015 and 2016 model years, but the vehicles in question have not changed substantially between then and the current model year.
As you might expect, the Volvo came out on top of a very competitive field. The company, which stakes its reputation squarely on safety, had perfect scores in every crash test and top marks in the IIHS’ tests for seats and crash avoidance systems, as well as high marks in IIHS tests for headlights and LATCH child seat anchors. It is an IIHS Top Safety Pick+, along with the Audi and BMW.
Among the rest of the pack, only the Volvo and Cadillac achieved a five-star front crash rating from NHTSA. The rest received four stars. All but the Mercedes-Benz received a five-star rollover rating from the NHTSA—the C300 scored four stars. Every competitor received five stars overall from NHTSA.
The IIHS hasn’t completed all tests on every competitor. In crash-prevention testing, the BMW and Lexus were the only two tested cars to receive an Advanced rating on their crash-avoidance systems. The rest received Superior grades. The Cadillac and Mercedes received Poor ratings for their headlights, and the rest tested received an Acceptable rating.
Value
Mercedes-Benz C300
Miss: Stiff ride with sport package
Because you’ll be paying the same lease price on all these competitors, value requires a different measurement. After all, no one wants to pay the same for a lesser car. How you define value is up to you, but for the purpose of this comparison, we’ve framed it as the content and performance you get for your $399 monthly payment. (And because many people buy out their leases, sticker price and retained value matter even in a leasing context.)
On this metric, the Audi shines brightest. Although its purchase price is on the higher end of the group, the return on investment is high. The Audi boasts the highest performance in our instrumented testing while also offering far more features than the rest. With price equalized, there’s no questioning the Audi’s dominance in the amount of car you get for the money. The Alfa scores high on performance and boasts the cheapest purchase price as-tested but has fewer features.
In the middle of the pack, the Jaguar offers quite a few features but is let down by low performance scores and a high as-tested price. The Lexus lands in a similar boat, but boasts a better as-tested price. The BMW, Cadillac, and Mercedes all offered a similar balance of performance and content. Cadillac, Mercedes, Lexus, and Volvo all sent cars equipped with sport handling packages, potentially in lieu of other content for the same money. BMW and Cadillac also tend to charge extra for features others include standard.
The Volvo stands out as a difficult case. Because a T6 R-Design was supplied, it carries the highest starting price and second-highest as-tested price, but it also snuck in a supercharged and turbocharged engine with by far the highest horsepower and torque output. As such, it performed well in testing and had high feature content. But at a $399 lease price, you’d actually get a T5 Inscription Platinum and give up the performance advantage.
Cost of Ownership
Time is a luxury and therefore so is reliability; no one wants to spend extra time at the dealer.
Unfortunately, the information on the all-new Alfa Romeo Giulia is incomplete. Having returned to the U.S. market only recently, there simply is no empirical data regarding reliability, maintenance, repairs, and depreciation on an Alfa Romeo—although past models have taken slings and arrows in European quality ratings. We’ve calculated values for those categories based on information from multiple sources, and we took an average of costs for the rest of the competitors.
Per our partners at Intellichoice, the Cadillac is the car whose lease you might consider buying out. Although not the cheapest in any category, low costs across the board keep the Cadillac’s five-year cost of ownership to $45,592. Conversely, the Lexus suffers high insurance, fuel, and maintenance costs, giving it the highest five-year cost at $52,254.
There’s also the matter of complimentary scheduled maintenance. Sometimes it’s baked into the lease price, sometimes the manufacturer eats the cost as an incentive that changes from year to year based on the marketing department’s whim. At present, Jaguar offers five years/60,000 miles of free maintenance; BMW, Cadillac, and Volvo offer three/36,000 miles, and Lexus gives the first two services in the first year for free. Alfa Romeo, Audi, and Mercedes still charge for routine maintenance.
We would also point out that the difference between the most and least expensive car to own over five years is less than $7,000, illustrating again just how evenly matched the competitors are.
Conclusion
We considered every facet of these nine cars. We debated long and hard over how to weigh each category, given the values of buyers in this class. We wrestled with reputations and missing data, balanced the marketing and hype, and noted the differing expectations and priorities between leasing and buying.
However, in a class where passion, prestige, and performance often take precedence over cold hard facts and logic, we follow our hearts as much or more than our heads.
As a result, the back of the pack is populated exclusively by older models who have seen the segment pass them by.
The Volvo, which finished in second place the last time around, is showing its age. Far and away the oldest car in the test, it was outclassed at nearly every turn. Thoughtful updates have kept it on life support, but a new engine is no substitute for the comprehensive updates needed to make the S60 truly competitive, and the all-new car can’t come soon enough.
The BMW 3 Series easily won our last Big Test in this class, but even with a recent refresh we found it lacking. It led no categories and inspired little love from the judges, except for its zingy engine. The pressure is on Bavaria to up the next edition’s game if it wants to improve on its seventh-place finish here.
Cadillac ATS 2.0T
Miss: Rear seat
The Cadillac and Jaguar fought fiercely for position in the middle of the pack, with the American just edging out the Brit. Both cars drove wonderfully, but both were kneecapped by penned-in rear seats. The deciding factor ended up being the Jag’s glitchy infotainment system.
An excellent all-around performer, the Mercedes-Benz C300 is by far the most luxurious car here while still offering serious performance credentials. If its options packages were more value-oriented and the Sport edition carried a more luxurious ride, it might’ve managed the silver instead of bronze. It’s a similar story for the fourth-place Lexus, which punched above its weight class on many fronts but couldn’t overcome a weak engine and infuriating infotainment system.
Finishing in an honorable second place is the Audi A4. On paper the Audi wins in terms of features and space, while matching the Alfa’s objective performance, but a sterile personality and a sense of isolation from the driving experience kept it out of first place. If you aren’t willing to try the Alfa until all the data is in, the Audi is an excellent second option.
But because lease deals are a temporary fling, a shopper has the luxury of making make a decision with as much emotion as pragmatism. By that measure, the Alfa Romeo Giulia stacks up well in every category. Its incredible performance and driving experience make it the easy choice for us. We’re willing to look past the reliability question marks to experience the passion this Italian delight delivers. Without question, if it were our money, this would be the car we’d pick.
8TH PLACE: S60 T6
Stylish and safe, the Volvo can’t escape its long-past sell-by date. It’s an old car in a hyper-competitive class, and it just can’t keep up anymore.
7TH PLACE: BMW 330I
How the mighty have fallen. The reigning winner and standard-bearer of the class suffers from old age, dulled dynamics, and a lack of personality.
6TH PLACE: JAGUAR XE 25T
A new standard in the sporty-handling versus refined-ride equation, the Jaguar was undone by its tiny back seat, boring interior styling, and buggy infotainment system.
5TH PLACE: CADILLAC ATS 2.0T
The best sport sedan chassis in the class is let down by a useless back seat and barely acceptable infotainment system.
4TH PLACE: LEXUS IS 200T F SPORT
A good all-around performer, the weighty Lexus is underserved by its overstressed engine, unintuitive infotainment system, and polarizing styling.
3RD PLACE: MERCEDES-BENZ C300
The most luxurious of the field, the Mercedes needs to improve its ride quality and improve the value proposition of its pricing.
2ND PLACE: AUDI A4 2.0T QUATTRO
Smart, practical, sophisticated, and something of a Q-ship, the Audi quietly crawled its way up the podium but lacked the personality to take the top spot.
1ST PLACE: ALFA ROMEO GIULIA
Efficient, economical, quick, safe, and without question the most fun to drive, the Giulia is a car we’re willing to gamble on despite its reliability legacy and lack of cost-of -ownership data.
The Kia Sorento is a mid-size crossover SUV (mid-size SUV in its first generation) produced since 2002 by the South Korean manufacturer Kia Motors.
Nappa leather seating surfaces are standard equipment, as are heated and ventilated front seats, and heated rear seats. A panoramic sunroof is also standard, as are chrome alloy wheels.
The navigation system comes standard, as does HD Radio and the Infinity sound system. Push-button start with a smart key comes standard.
The SX+ is the top-of-the-line model, and offers the V6 engine as the only option. Loaded with Autonomous Braking, heated and cooled seats, Lane Departure Warning, HID Headlights, LED Front Fog Lights. 19" Alloy Wheels, UVO eServices with Navigation, 8" Color Touch-Screen Display, SiriusXM® Traffic, HD Radio™, Android Auto™ and Apple CarPlay™, Infinity® 10-Speaker Audio w/ Clari-Fi™, External Amplifier & Subwoofer, HD Radio all as standard. Rear-Camera Display, Rear Parking Assist System (RPAS), Surround View Monitor (SVM), Blind-Spot Detection (BSD), System Rear Cross Traffic Alert (RCTA), Advanced Smart Cruise Control (ASCC), Forward Collision Warning System (FCWS)
How Fiat Chrysler Crafts Profits In Unique Ways: The Curious Case Of The Dodge Durango
Nov.10.17 | About: Fiat Chrysler (FCAU)
Anton Wahlman
FCA is criticized for selling cars based on old platforms. For example, who would make a three-row SUV based on a muscle-cop car with almost 500 horsepower?
Well, FCA did with Dodge Durango, and it’s on track for 75,000 annual 2017 sales in the U.S. and Canada combined, almost 2x Tesla.
The Dodge Durango is one example of how FCA has exploited a niche in the market to come up with a car that really lacks a direct peer.
This shows how the market is under-appreciating FCA’s ability to yield profitable financial outcomes despite less R&D and green-driverless investment than its peers.
103 years ago, November 10, 1914, the first Dodge rolled off the line. After not quite 103 years of spending time with almost all major automakers, one thing stands out to this analyst: Fiat Chrysler (FCAU) is different than the others.
FCA is occasionally mocked in the media for having too few investments in electrification, hydrogen or "new platforms." It is viewed as a laggard which has underinvested in new cars and their associated technology. Its R&D budget is too small. It's selling too few electric cars at a $20,000 a unit loss. It needs to merge.
I'm here to tell you that FCA is able to grow its profits because it does things a little differently than all the other automakers. It doesn't cost more to design a more beautiful ca than an old car. It also doesn't cost anything to avoid spending billions of dollars on technology that's fashionable among 22-year-old laptop reviewers in San Francisco and among "spend other people's money" government bureaucrats, but are shunned by regular people.
FCA's Dodge brand is a case in point. It's most certainly not a Toyota (TM) Prius or a Tesla (TSLA). In fact, it's pretty much the opposite.
Dodge sells the last remaining true muscle cars: The Challenger is a coupe that unlike its General Motors (GM) and Ford (F) ostensible rivals, actually fits adults in the back seat. That makes a huge difference for a lot of people. There's nothing wrong with a Camaro or a Mustang, but the Dodge Challenger does retro better - and more practical - than its Detroit rivals. It's a classic just like the Porsche 911.
You can even get the muscle car in a four-door version, the Charger, which is a popular cop car as well. And yeah, you can get it with either all-wheel drive (AWD) or 707 horsepower 6.2 liter V8. No other car makes you feel like Clint Eastwood in Dirty Harry ca 1971.
But wait, when it comes to Dodge, it gets even better.
This is 2017, so SUVs are all the rage, even more so than when they first emerged in a meaningful way in the 1990s. What if we took a muscle car, made a three-row SUV out of it, and sold it for as little as $30,000?
Any other automaker would laugh at this proposition. The car would either be a lot more expensive - think Mercedes GLS, its closest mechanical competitor, which starts around $70,000 with the top trim over $125,000 - or it wouldn't really be a rear wheel drive based unibody muscle car.
But not Dodge. Rear-wheel-drive-based unibody muscle car, starting at $30,000? It's so crazy and politically incorrect that… only Dodge could make it.
No, it is neither a joke nor a dream: Dodge actually went ahead and made a muscle car in a three-row SUV format. And it's been a raging success. So far this year in 2017, it has sold 57,829 Durangos in the U.S. and 5,596 in Canada: FCA US Media - FCA US Reports October 2017 Sales. It is therefore on track for approximately 75,000 Durangos sold in U.S. and Canada combined in 2017.
That compares to 37,257 for Tesla thus far in the year, on these shores: Monthly Plug-In Sales Scorecard.
In other words, this muscle-car SUV from Dodge outsold Tesla by not too far from 2:1 in 2017 on these shores. Considering that FCA actually makes money, and Tesla is operating at a 22% negative margin, one might ask why FCA's Dodge Durango isn't worth at least in the ballpark of as much as all of Tesla's entire market cap, currently at over $50 billion even before applying the fully diluted share count.
FCA's Dodge Durango may be outselling Tesla by almost 2:1 on these shores, and at healthy profitability, but is this muscle-car three-row SUV any good? To find out, I spent a collective few days behind the wheels of each of the Durango's three engine variants - one V6 and two V8s.
In the briefest of terms, the Durango V6 has little over 300 horsepower, and the two V8s each have just under 400 and 500 horsepower each. The 5.7 liter V8 is a $4,000 option, and if you want the most powerful 6.4 liter V8 with almost 500 horsepower, it starts around $64,000. Think about it, it's essentially half the price of the Mercedes GLS AMG, arguably its closest competitor. One might argue that the Audi Q7 is the second-closest competitor, offering a longitudinal V6 but no V8 in the U.S. market. Still, even without the V8, the Audi Q7 is a lot more expensive than the Dodge Durango.
Having driven all three engine variants of the Durango, I have firm advice: Just get the base V6. 300 horsepower is more than enough for all but the most extreme towing needs. That said, if you need to tow 8,700 lbs instead of 6,200, you need to pay up for the larger engine.
In its class, however, the typical three-row unibody SUV tows 5,000. Nissan (OTCPK:NSANY) Pathfinder is the leader of the transversely mounted class at 6,000 lbs. Audi Q7 is at 7,700 lbs. Want to tow even more than 8,700 lbs in your SUV? Well, then the all-new aluminum body-on-frame 2018 Ford Expedition is for you.
Why stick with the base V6? The biggest engine with almost 500 horsepower is just too noisy, and I had trouble getting it above 16 MPG no matter how I tried. The 5.7 liter V8 isn't noisy at all, but it's still thirsty, yielding 22 MPG highway and 14 MPG city.
I did drive the 6.4 liter V8 version on a racetrack, and considering all the ways it is beefed up, it would still be the choice of the very few who will race this almost 500 horsepower muscle car SUV. It's certainly the right car for the soccer father who needs to feel like Dirty Harry on a moment's notice.
The Durango is tied with the best car of any kind for in-cabin ease of use. There's just nothing in this cockpit to confuse the driver. Every automaker should follow this example and stay away from infusing too much confusing technology that does not belong in front of the driver.
I mentioned above how the Dodge Durango handily outsells all of Tesla in North America. Well, it beats Tesla in another category too: Infotainment technology. Unlike Tesla, Dodge Durango has both Apple (AAPL) CarPlay and Android (NASDAQ:GOOG) (GOOGL) Auto. Once you have tried these, you most likely don't want to do without them.
For reference, I had driven the GMC Terrain around the same time as the Durango. The GMC Terrain was approximately as lovely as the Durango overall, especially as it concerns the cabin interior. However, the front-wheel-drive based platform illustrates how it also felt very different to drive.
Whereas the GMC Terrain is very soft and cushy, you feel like you're driving an elevated hard-sprung muscle car with the Durango. Some will like that, some won't, and yet others can go either way. I'm probably in the last category. That said, you just can't deny the smile that goes along with driving the Durango's muscle car platform.
FCA's investor relations department really needs to do a better job pointing out how FCA's superior niche-crafting has led to major market success in most profitable market segments. If it had been Tesla coming out with a muscle car SUV and obtained these sales numbers, it could have been assigned somewhere in the ballpark of $50 billion of value. Instead, FCA's entire market cap today is half of that, $26 billion - and the Dodge Durango is barely 1% of the company's overall global unit sales.
Something is clearly wrong in the market's valuation of automakers. The Dodge Durango and how it fits inside FCA's $26 billion market cap, looking to the outside world of far loftier valuations, is one good example of this.
Disclosure: I am/we are short TSLA.
I wrote this article myself, and it expresses my own opinions. I am not receiving compensation for it (other than from Seeking Alpha). I have no business relationship with any company whose stock is mentioned in this article.
Additional disclosure: At the time of submitting this article for publication, the author was short TSLA and long GOOGL. However, positions can change at any time. The author regularly attends press conferences, new vehicle launches and equivalent, hosted by most major automakers. FCA hosted product launch events and provided the cars for review.
The Centenario’s naturally aspirated V12 engine produces 770 hp and powers from 0-100 km/h in 2.8 seconds, from 0-300 km/h in 23.5 seconds with a top speed of more than 350 km/h.
The futuristic and essential design includes an extending rear wing providing more downforce at high speeds: the body, monocoque and all other body parts and trims are built entirely in carbon fiber.
Apple CarPlay is included, allowing a safe, effective way to make calls, request directions, play music and access the functionality of an iPhone. The infotainment system includes a sophisticated telemetry function: the Centenario provides ultimate performance, both on road and, should an owner wish, on track.
It's rental review time! This is a Vauxhall Crossland X with only 687 miles on the clock.
This example is a "Elite Turbo Automatic" model. I would not pay £23,270 for this car (£3,716.67 of which is VAT). Especially in this boring colour! Vauxhall call it "Quartz Grey metallic" (grey). With the roof being "Diamond Black metallic" (black). And Vauxhall charge you an extra £550 to be bored by this colour too. The no-cost option is a rather nice metallic blue.
Miles driven: 251.2
MPG: 39.7
Likes: Apple CarPlay compliant, LED headlights, heated seats and steering wheel, petrol engine very quiet at tickover, good MPG considering autobox and motorway use, easy to drive - this has an autobox.
Dislikes: Large pillars block large amounts of forward vision - whole 40 ton trucks disappear behind them - not good. Door mirrors are not powered to fold in. Boring grey paintwork.
"While Vauxhall may claim the Crossland X is an all-new model, it’s effectively a replacement for the now-defunct Meriva MPV. The first model born out of PSA Peugeot Citroen’s European buyout of General Motors, the Crossland X is based on the Peugeot 2008 and comes with a range of shared engines and gearboxes. "
kurze Lego-Bauweise
0.345 CW Wert
3.700 x b 1.690 x h 1.690 mm mit Aufbau
b 1.870 mit Außenspiegel
Spur 1,47 / 148 m; vorne/ hinten
wassergekühlter Vierzylinder-Benzinmotor,
16 Ventile,
2 obenliegende Nockenwellen, Multipoint-Einspritzung
LED Licht justiert manuell weiter gestellt, Rädelchen vorne.
Vorgänger:
2016 ff
4,7 l / 100km kombiniert
Modell 2020/2021
3,9 l / 100km
Kraftstoff
Super Benzin
Motor optimiert und
300% stärkerer Mildhybrid System
ams-Eco-Verbrauch
4,6 l/100 km
ams-Pendler-Verbrauch
5,2 l/100 km
~~~~~~~~~~~~~~~~~~
ams-TEST-Verbrauch
5,5 l/100 km
~~~~~~~~~~~~~~~~~~
www.auto-motor-und-sport.de/test/kosten-realverbrauch-suz...
Top Ausstattung
Comfort Plus heisst in Austria:
SUZUKI
1.2 Dualjet HYBRID flash
Müdigkeitswarnung
Notbremsassistent - Kollisions Warnung
Reifendruckkontrolle
Spurwechselwarnung - taktile und visuelle Warnung
Berganfahr-Assistent -
Keyless Entry
Klimazonenregelung
Sitzheizung
CarPlay/Android Auto
Rückfahrkamera
Xenon/LED/Laser Licht
-
0-50 km/h
Messwert
3,6 s
0-60 km/h
Messwert
5,1 s
0-80 km/h
Messwert
7,9 s
###########
Mein-Pendler-Verbrauch
(Nord) - Stadt - Bundesstraße - Stadt (Mitte)
200 m Höhe Differenz , 2x
flott
5,7 l/100 km
===========
36 Min - 45 km
Reise-Geschwindigkeit Durchschnitt
75 km/h
Kolonnen-Fahrt airport Stuttgart Abfahrt
Meist mit
Tempomat 120 - 130 - 140 km/h - 150 km/h
Spitze: > = 160 km/h - kurzzeitig
2020 Land Rover Defender 90 review: more than worth the wait
5/5
The pre-lockdown launch of the Defender 110 showed the model's on- and off-road potential but the three-door 90 is the one we wanted to try
By
Andrew English,
MOTORING CORRESPONDENT
2 November 2020 • 8:47am
This has been a “mast year” when the fruiting trees turn it up to 11 and scatter the forest floor with cob nuts, acorns, conkers and chestnuts. I know this because I pocketed a feast’s worth of chestnuts in the steeply wooded hills around Land Rover’s famed test facility at Eastnor Castle last week while I waited for the caravan of new Defenders to catch up.
Motoring hacks blithely witter on about driving over terrain you couldn’t stand up on, but watching David Sneath, Land Rover’s driving experience manager and architect of this tortuous launch route, slide down the gloop like Bambi in wellingtons, was a hilarious exercise in mud overcoming friction.
This was the 1989 qualifying route for the Land Rover-organised G4 Challenge contestants, blazed through the Herefordshire hills that are still used to hone the company’s renowned off-road vehicles.
Land Rover Defender 90 - tested 22/10/20
The 90 maintains momentum on Eastnor Castle's horrendously muddy trails - on road tyres CREDIT: David Shepherd
Tough? What do you think? They’ve got names for most of it, like Nine Rope Hill; a commendable description if you don’t attack it with enough spirit and skill.
The best 4x4 by far
“The best 4x4 by far,” was what they used to say at Land Rover, and in most cases they still are. This £43,625, almost base model Defender 90 had just hauled me through a few miles of sopping, slippery mire you wouldn’t tackle on a goat with crampons and apart from the mistakes of its driver (requiring a short reverse and a bit more commitment next time) it didn’t miss a beat.
Land Rover Defender 90 - tested 22/10/20
When the going gets tough... CREDIT: Simon Thompson
In one of the Defender-sized potholes, the 2.25 tonne, short-wheelbase 90 actually floated, but gradually settled and with all four wheels spinning like demon Catherine wheels it slowly emerged from the swamp, headlights gleaming like the fierce eyes of Kampos, the mythological Greek sea monster.
Did I mention this was on road tyres? The 20-inch Goodyear Wranglers are the middle all-terrain tyre option costing an extra £275, and the treads were so full of mud they looked like slicks, but they were still extraordinarily effective.
The only other option fitted to this stubby new Defender, which goes on sale this autumn for delivery in December, was the £1,020 locking rear differential.
Land Rover Defender 90 - tested 22/10/20
The all-terrain tyre option is a bargain at £275 for the set CREDIT: Nick Dimbleby
A worthwhile addition I’d suggest, as we simply dialled in low ratio on the transmission control panel in the centre of the facia, the mud-and-ruts setting on the Terrain Response control, pushed the button for hill descent control and switched off the dynamic stability control (which stays on but reduces its effect) before waddling into the forest and emerging again a couple of hours later; very muddy but still grinning.
Under the skin
Built at Land Rover’s Slovakian factory on a modified Range Rover aluminium monocoque frame called D7X (X for extreme), the Defender is stronger than the old-fashioned body-on-frame construction of the previous Defender. Off-road body and suspension geometry are also Land Rover’s most extreme. There are no shared panels with the Range Rover and reinforcing everywhere, including beefed-up front and rear steel subframes.
Land Rover Defender 90 - tested 22/10/20
The 90's shorter wheelbase makes it more agile on the road as well as in the rough. Air or all-steel suspension is offered CREDIT: Nick Dimbleby
Suspension on the short-wheelbase 90 is all-independent wishbone front and integral link rear, with a choice of air or coil-springs-and-dampers steel suspension. The steel set-up is cheaper, arguably more robust if less accommodating on the road, and reduces the ground clearance by 70mm. All the longer-wheelbase 110 models have air suspension as standard.
Land Rover Defender 90 - tested 22/10/20
A six-cylinder engine with a mild hybrid system is offered alongside four-cylinder turbocharged petrol and diesel units CREDIT: Nick Dimbleby
Engine choices comprise a 2.0-litre, four-cylinder turbodiesel with 197bhp or 236bhp; a 296bhp 2.0-litre turbo petrol also with four cylinders, called P300; and a 394bhp, 3.0-litre inline six-cylinder turbo petrol with a mild hybrid system, badged P400. A full plug-in hybrid will be introduced at the end of the year.
All the cars are permanent four-wheel drive with the only transmission being a ZF eight-speed automatic and a set of low-ratio crawler gears.
A sense of occasion inside
Climb in to a Defender of whatever trim level and the sense of occasion is palpable. There genuinely is nothing like this car’s facia, with its magnesium-alloy twin spars running across the dash, the straightforward oblong display and switch panels, and the clear and mostly concise digital instrument binnacle.
Land Rover Defender 90 - tested 22/10/20
English can't stifle a grin as he puts the 90 through its paces CREDIT: Simon Thompson
I think they could have made the off-road controls more separate and clearer; while the vehicle will do most things, to get it to do that you need to know which buttons to press and that isn’t always obvious.
There’s a long storage tray in front of the passenger, facia-top air vents and the stubby gearlever. One welcome inclusion is the centre seat option, with a full-height seat back that folds flat when not in use. When it is in use, however, you lose the use of the rear-view mirror and though the ‘clear sight’ camera option gets around the issue, it takes some getting used to and the picture is affected by low sun.
Land Rover Defender 90 - tested 22/10/20
It's comfortable, stylish and durable, too. Note the optional fold-down third seat in the front CREDIT: Nick Dimbleby
No one should buy a Defender without the excellent £173 fitted rubber mats option which cover every surface and the door trims in ballistic-grade nylon. The big handles and bare bolt heads are more than just an attractive pastiche of military all-terrain vehicles, they’re genuinely practical, and while I would hesitate to introduce a hose to the equation, you can sponge out this vehicle.
I set my motorcycle TomTom navigation unit to its ‘Wild Ride’ setting and followed the little arrow through Hereford’s cider country, stopping at Newton Court Cidery to buy some bottles of elixir for Mrs English. “Please park here and honk for cider,” said the sign. I did and proprietor Paul Stephens rushed out to see the new Landie, taking photographs and admiring its looks.
He immediately picked up on the low sill height, commenting that “you can just brush it straight out on to the ground.
Land Rover Defender 90 - tested 22/10/20
Rear seat occupants sit slightly higher than those in the front CREDIT: Nick Dimbleby
“Go to Hereford market and you’ll see loads of these things parked up,” he said, gesturing at his venerable Series 2 Land Rover in the yard. “But after you’ve towed a trailer for a couple of hours, you’ll know you’ve been on a journey and folk are starting to look for replacements.”
His cider was excellent by the way…
Three doors and off-road geometry doesn’t make access to the rear seats the easiest, but while it’s a bit of clamber once you are in the back there’s leg and head space to spare for three adults and the seats are pretty comfortable.
Land Rover Defender 90 - tested 22/10/20
The three-door bodyshell dictates a much smaller load area than the 110 version. The rubber mats are well worth specifying CREDIT: Nick Dimbleby
Rear passengers sit higher than those in the front, so they can see the road (or trail) ahead over the heads of front occupants; it’s what Land Rover calls “stadium seating”. All passengers get a rather wonderful feeling of splendid isolation from the environment, whereas in the long-in-the-tooth previous Defender a great deal of that environment would be doing its best to get inside with you.
The rear seats split 40/20/40, with the middle one also acting as a ski hole.
Options and accessory packs
There are three basic models (Defender, First Edition and X, which is the six-cylinder mild hybrid), then three trim options (S, SE and HSE) and a series of accessory packs: Adventure (with an in-built compressor and rinse system); Country (wheel arch protection, mud flaps and rinse system), Explorer (roof rack and ladder) and Urban (spare wheel cover, scuff plates and alloy trim).
Land Rover Defender 90 - tested 22/10/20
The interior is indubitably modern in all respects CREDIT: Nick Dimbleby
Using an update on the electronic architecture of the current Range Rover models, the new Defender is indubitably up to date. Apple CarPlay and Android Auto are standard, together with a 10-inch touchscreen.
The Defender also gets Land Rover's new Pivi software, which allows the connection of two smartphones at once. It comes with camera, radar and ultrasonic safety sensors for the automatic braking, lane-keeping assistance and the plethora of modern driver assistance systems. It can even update its 14 modules over the internet while the car is parked.
On the road
Air or steel suspension can’t completely hide the Defender’s dual purpose and the body moves around more than, say, a German SUV rival, or a Discovery.
Land Rover Defender 90 - tested 22/10/20
It's not half bad on the road either - light years ahead of its antediluvian predecessor CREDIT: Nick Dimbleby
There’s a slightly choppy side-to-side tossing even if the front suspension feels supple rather than pillowy soft. It’s well to remember, however, just how much of an improvement this is over the old model, which if you tried to drive in the same way would exit stage left at the earliest opportunity.
There’s a fair bit of body roll at the front and the steering, while feeling beautifully progressive off the dead-ahead position, isn’t as positive and accurate as the Range Rover Sport, say. But you can move along with alacrity in the Defender, with a comfortable and well-damped ride, and without the spine-jarring jolting of the old Defender. After two and half hours behind the wheel, it still felt comfortable.
Land Rover Defender 90 - tested 22/10/20
To our mind, the 90 looks better than the longer 110 version and is more reminiscent of the original Land Rover of 1948 CREDIT: Nick Dimbleby
Of the current engine options, the 394bhp, 3.0-litre straight-six turbo petrol is the most powerful, but it’s almost too much. Not that you feel at risk, but sitting so far off the ground the acceleration is gosh-wobblingly fast and at times it’s as though you inadvertently became a hapless extra in a Bond film car chase.
Having driven the diesel options in the 110 earlier in the year, the 295bhp/394lb ft P300 puts up a good account of itself, with brisk acceleration and enough torque to keep this 2.270-tonne vehicle rolling even at low revs, although with a WLTP fuel economy of 24.6mpg it is quite a thirsty option.
The ZF gearbox changes smoothly and assuredly, and if it’s occasionally slow to respond that’s entirely in keeping with the Defender’s slightly more gentle approach. The brakes are worthy of note, too, being progressive and strong but not over-sensitive, so you can drive smoothly in wellies.
Land Rover Defender 90 commercial
A commercial version with a hard-top roof will be available in 2021
While the D200 and D250 turbodiesels are more expensive to purchase initially, their lower operating costs means that commercial operators will likely take them, or the forthcoming plug-in hybrid. Talking of which, the £35,000 plus VAT commercial Defender hard-top will be available early next year.
Conclusion
Look out of the Defender’s large front screen and a world of adventure and potential beckons, even on the humblest of drives. Get the settings and tyres right and you could retrace Lewis and Clark’s early 18th century expeditions across America.
Land Rover Defender 90 - tested 22/10/20
The new Defender has the most extreme off-roading specification of any current Land Rover product CREDIT: David Shepherd
Get the engine right and you could do the Paris-Dakar off-road race. Yet even trundling down to the shops, there’s an unmistakable impression of strength and security as well as a sense of occasion.
And before you point to the far Eastern opposition, don’t forget that a lot of excellent 4x4s aren’t sold in the UK any more and when they are, it’s very expensive.
Obviously, reliability is the key if you are asking a farmer, builder or an emergency service to place their faith in such an accomplished yet untried machine. Get that right and I’ll vouchsafe that Land Rover won’t be able to build them fast enough.
And while most (60 per cent) of folk will buy the long-wheelbase 110, for my money the greater agility, more pleasing proportions and sheer fun of the 90 would be my choice and I’ll give it five stars to boot.
Land Rover Defender 90 - tested 22/10/20
Want one? We certainly do CREDIT: Nick Dimbleby
THE FACTS
Land Rover Defender 90 P300 SE
TESTED 1,998cc, four-cylinder turbo petrol, eight-speed automatic gearbox with selectable low-ratio crawler gears, four-wheel drive
PRICE/ON SALE from £43,625/now for first deliveries in December
POWER/TORQUE 295bhp @ 5,500rpm/394lb ft @ 1,500rpm
TOP SPEED 119mph
ACCELERATION 0-62mph in 7.1sec
FUEL ECONOMY 24.6mpg (WLTP high)
CO2 EMISSIONS 260g/km (WLTP)
VED £2,175 first year, £475 next five years, then £150
VERDICT We already knew that the new Defender was pretty good in long-wheelbase 110 form but the shorter 90 version is, if anything, even better. With better dynamics, off-road agility and the same lovely interior, it is a complete star – and it looks terrific, too. Time and Land Rover’s reliability will determine how it goes down with the company’s traditional commercial markets, but on this evidence it should be out there doing the tough jobs for years to come.
TELEGRAPH RATING Five stars out of five
THE RIVALS
Toyota Land Cruiser, from £35,295
The all-terrain vehicle of choice for UN peacekeepers and pretty much everyone else, though we don't get the full-size Amazon version any more. £35k gets you a base three-door with a 310lb ft, 2.7-litre four-cylinder turbodiesel running on steel wheels and with a pared-down interior festooned with huge, simple buttons. A five-door seven-seater with the same drivetrain and snazzier trim and wheels is £59,000. Pug ugly, with a body-on-frame construction, but super reliable and brilliant off-road, the Landcruiser is a formidable rival to the new Defender.
Mercedes-Benz G-Class, from £92,070
Undertaking a complete redesign of the car that up to last year was largely unchanged since 1979 was similar to the task which Land Rover faced with the Defender. That Mercedes-Benz kept closer to the roots of the hand-built, military-derived Geländewagen says much about the differences in approach and resources of the two companies. Still awesome off-road and now much better on Tarmac, the G-class is very expensive and very capable.
Mitsubishi Shogun Sport, from £39,140
They closed the Shogun production line and delivered the last 700 European-spec models last year. Now Mitsubishi is mulling a replacement, and this is what we get to fill the gap. It's smaller than the full-fat Shogun, tows only 3.1 tonnes and shares its body-on-frame underpinnings with the L200 pick-up. Mitsubishi says the market for full-size working SUVs is dwindling, but is it right?
Bollinger Motors B1, from $125,000 USD
Looking like a Defender scanned at 150 per cent in the photocopier, the new B1 SUV is built in Detroit, Michigan. Two motors, one in front and one rear, have a total output of 614bhp and 668lb ft, which with a 120kWh lithium-ion battery pack ensures a range of about 200 miles, with eight to nine hours of off-road duty. Each motor has its own gearbox, which gives a high and low range of gears and even in low range these beasts are capable of 68mph and 0-60mph in 4.5 seconds. Also available as a pick-up and a chassis cab. Forget Tesla's Cybertruck, if you want a working battery SUV, this is what you need.
2020 Land Rover Defender 90 review: more than worth the wait
5/5
The pre-lockdown launch of the Defender 110 showed the model's on- and off-road potential but the three-door 90 is the one we wanted to try
By
Andrew English,
MOTORING CORRESPONDENT
2 November 2020 • 8:47am
This has been a “mast year” when the fruiting trees turn it up to 11 and scatter the forest floor with cob nuts, acorns, conkers and chestnuts. I know this because I pocketed a feast’s worth of chestnuts in the steeply wooded hills around Land Rover’s famed test facility at Eastnor Castle last week while I waited for the caravan of new Defenders to catch up.
Motoring hacks blithely witter on about driving over terrain you couldn’t stand up on, but watching David Sneath, Land Rover’s driving experience manager and architect of this tortuous launch route, slide down the gloop like Bambi in wellingtons, was a hilarious exercise in mud overcoming friction.
This was the 1989 qualifying route for the Land Rover-organised G4 Challenge contestants, blazed through the Herefordshire hills that are still used to hone the company’s renowned off-road vehicles.
Land Rover Defender 90 - tested 22/10/20
The 90 maintains momentum on Eastnor Castle's horrendously muddy trails - on road tyres CREDIT: David Shepherd
Tough? What do you think? They’ve got names for most of it, like Nine Rope Hill; a commendable description if you don’t attack it with enough spirit and skill.
The best 4x4 by far
“The best 4x4 by far,” was what they used to say at Land Rover, and in most cases they still are. This £43,625, almost base model Defender 90 had just hauled me through a few miles of sopping, slippery mire you wouldn’t tackle on a goat with crampons and apart from the mistakes of its driver (requiring a short reverse and a bit more commitment next time) it didn’t miss a beat.
Land Rover Defender 90 - tested 22/10/20
When the going gets tough... CREDIT: Simon Thompson
In one of the Defender-sized potholes, the 2.25 tonne, short-wheelbase 90 actually floated, but gradually settled and with all four wheels spinning like demon Catherine wheels it slowly emerged from the swamp, headlights gleaming like the fierce eyes of Kampos, the mythological Greek sea monster.
Did I mention this was on road tyres? The 20-inch Goodyear Wranglers are the middle all-terrain tyre option costing an extra £275, and the treads were so full of mud they looked like slicks, but they were still extraordinarily effective.
The only other option fitted to this stubby new Defender, which goes on sale this autumn for delivery in December, was the £1,020 locking rear differential.
Land Rover Defender 90 - tested 22/10/20
The all-terrain tyre option is a bargain at £275 for the set CREDIT: Nick Dimbleby
A worthwhile addition I’d suggest, as we simply dialled in low ratio on the transmission control panel in the centre of the facia, the mud-and-ruts setting on the Terrain Response control, pushed the button for hill descent control and switched off the dynamic stability control (which stays on but reduces its effect) before waddling into the forest and emerging again a couple of hours later; very muddy but still grinning.
Under the skin
Built at Land Rover’s Slovakian factory on a modified Range Rover aluminium monocoque frame called D7X (X for extreme), the Defender is stronger than the old-fashioned body-on-frame construction of the previous Defender. Off-road body and suspension geometry are also Land Rover’s most extreme. There are no shared panels with the Range Rover and reinforcing everywhere, including beefed-up front and rear steel subframes.
Land Rover Defender 90 - tested 22/10/20
The 90's shorter wheelbase makes it more agile on the road as well as in the rough. Air or all-steel suspension is offered CREDIT: Nick Dimbleby
Suspension on the short-wheelbase 90 is all-independent wishbone front and integral link rear, with a choice of air or coil-springs-and-dampers steel suspension. The steel set-up is cheaper, arguably more robust if less accommodating on the road, and reduces the ground clearance by 70mm. All the longer-wheelbase 110 models have air suspension as standard.
Land Rover Defender 90 - tested 22/10/20
A six-cylinder engine with a mild hybrid system is offered alongside four-cylinder turbocharged petrol and diesel units CREDIT: Nick Dimbleby
Engine choices comprise a 2.0-litre, four-cylinder turbodiesel with 197bhp or 236bhp; a 296bhp 2.0-litre turbo petrol also with four cylinders, called P300; and a 394bhp, 3.0-litre inline six-cylinder turbo petrol with a mild hybrid system, badged P400. A full plug-in hybrid will be introduced at the end of the year.
All the cars are permanent four-wheel drive with the only transmission being a ZF eight-speed automatic and a set of low-ratio crawler gears.
A sense of occasion inside
Climb in to a Defender of whatever trim level and the sense of occasion is palpable. There genuinely is nothing like this car’s facia, with its magnesium-alloy twin spars running across the dash, the straightforward oblong display and switch panels, and the clear and mostly concise digital instrument binnacle.
Land Rover Defender 90 - tested 22/10/20
English can't stifle a grin as he puts the 90 through its paces CREDIT: Simon Thompson
I think they could have made the off-road controls more separate and clearer; while the vehicle will do most things, to get it to do that you need to know which buttons to press and that isn’t always obvious.
There’s a long storage tray in front of the passenger, facia-top air vents and the stubby gearlever. One welcome inclusion is the centre seat option, with a full-height seat back that folds flat when not in use. When it is in use, however, you lose the use of the rear-view mirror and though the ‘clear sight’ camera option gets around the issue, it takes some getting used to and the picture is affected by low sun.
Land Rover Defender 90 - tested 22/10/20
It's comfortable, stylish and durable, too. Note the optional fold-down third seat in the front CREDIT: Nick Dimbleby
No one should buy a Defender without the excellent £173 fitted rubber mats option which cover every surface and the door trims in ballistic-grade nylon. The big handles and bare bolt heads are more than just an attractive pastiche of military all-terrain vehicles, they’re genuinely practical, and while I would hesitate to introduce a hose to the equation, you can sponge out this vehicle.
I set my motorcycle TomTom navigation unit to its ‘Wild Ride’ setting and followed the little arrow through Hereford’s cider country, stopping at Newton Court Cidery to buy some bottles of elixir for Mrs English. “Please park here and honk for cider,” said the sign. I did and proprietor Paul Stephens rushed out to see the new Landie, taking photographs and admiring its looks.
He immediately picked up on the low sill height, commenting that “you can just brush it straight out on to the ground.
Land Rover Defender 90 - tested 22/10/20
Rear seat occupants sit slightly higher than those in the front CREDIT: Nick Dimbleby
“Go to Hereford market and you’ll see loads of these things parked up,” he said, gesturing at his venerable Series 2 Land Rover in the yard. “But after you’ve towed a trailer for a couple of hours, you’ll know you’ve been on a journey and folk are starting to look for replacements.”
His cider was excellent by the way…
Three doors and off-road geometry doesn’t make access to the rear seats the easiest, but while it’s a bit of clamber once you are in the back there’s leg and head space to spare for three adults and the seats are pretty comfortable.
Land Rover Defender 90 - tested 22/10/20
The three-door bodyshell dictates a much smaller load area than the 110 version. The rubber mats are well worth specifying CREDIT: Nick Dimbleby
Rear passengers sit higher than those in the front, so they can see the road (or trail) ahead over the heads of front occupants; it’s what Land Rover calls “stadium seating”. All passengers get a rather wonderful feeling of splendid isolation from the environment, whereas in the long-in-the-tooth previous Defender a great deal of that environment would be doing its best to get inside with you.
The rear seats split 40/20/40, with the middle one also acting as a ski hole.
Options and accessory packs
There are three basic models (Defender, First Edition and X, which is the six-cylinder mild hybrid), then three trim options (S, SE and HSE) and a series of accessory packs: Adventure (with an in-built compressor and rinse system); Country (wheel arch protection, mud flaps and rinse system), Explorer (roof rack and ladder) and Urban (spare wheel cover, scuff plates and alloy trim).
Land Rover Defender 90 - tested 22/10/20
The interior is indubitably modern in all respects CREDIT: Nick Dimbleby
Using an update on the electronic architecture of the current Range Rover models, the new Defender is indubitably up to date. Apple CarPlay and Android Auto are standard, together with a 10-inch touchscreen.
The Defender also gets Land Rover's new Pivi software, which allows the connection of two smartphones at once. It comes with camera, radar and ultrasonic safety sensors for the automatic braking, lane-keeping assistance and the plethora of modern driver assistance systems. It can even update its 14 modules over the internet while the car is parked.
On the road
Air or steel suspension can’t completely hide the Defender’s dual purpose and the body moves around more than, say, a German SUV rival, or a Discovery.
Land Rover Defender 90 - tested 22/10/20
It's not half bad on the road either - light years ahead of its antediluvian predecessor CREDIT: Nick Dimbleby
There’s a slightly choppy side-to-side tossing even if the front suspension feels supple rather than pillowy soft. It’s well to remember, however, just how much of an improvement this is over the old model, which if you tried to drive in the same way would exit stage left at the earliest opportunity.
There’s a fair bit of body roll at the front and the steering, while feeling beautifully progressive off the dead-ahead position, isn’t as positive and accurate as the Range Rover Sport, say. But you can move along with alacrity in the Defender, with a comfortable and well-damped ride, and without the spine-jarring jolting of the old Defender. After two and half hours behind the wheel, it still felt comfortable.
Land Rover Defender 90 - tested 22/10/20
To our mind, the 90 looks better than the longer 110 version and is more reminiscent of the original Land Rover of 1948 CREDIT: Nick Dimbleby
Of the current engine options, the 394bhp, 3.0-litre straight-six turbo petrol is the most powerful, but it’s almost too much. Not that you feel at risk, but sitting so far off the ground the acceleration is gosh-wobblingly fast and at times it’s as though you inadvertently became a hapless extra in a Bond film car chase.
Having driven the diesel options in the 110 earlier in the year, the 295bhp/394lb ft P300 puts up a good account of itself, with brisk acceleration and enough torque to keep this 2.270-tonne vehicle rolling even at low revs, although with a WLTP fuel economy of 24.6mpg it is quite a thirsty option.
The ZF gearbox changes smoothly and assuredly, and if it’s occasionally slow to respond that’s entirely in keeping with the Defender’s slightly more gentle approach. The brakes are worthy of note, too, being progressive and strong but not over-sensitive, so you can drive smoothly in wellies.
Land Rover Defender 90 commercial
A commercial version with a hard-top roof will be available in 2021
While the D200 and D250 turbodiesels are more expensive to purchase initially, their lower operating costs means that commercial operators will likely take them, or the forthcoming plug-in hybrid. Talking of which, the £35,000 plus VAT commercial Defender hard-top will be available early next year.
Conclusion
Look out of the Defender’s large front screen and a world of adventure and potential beckons, even on the humblest of drives. Get the settings and tyres right and you could retrace Lewis and Clark’s early 18th century expeditions across America.
Land Rover Defender 90 - tested 22/10/20
The new Defender has the most extreme off-roading specification of any current Land Rover product CREDIT: David Shepherd
Get the engine right and you could do the Paris-Dakar off-road race. Yet even trundling down to the shops, there’s an unmistakable impression of strength and security as well as a sense of occasion.
And before you point to the far Eastern opposition, don’t forget that a lot of excellent 4x4s aren’t sold in the UK any more and when they are, it’s very expensive.
Obviously, reliability is the key if you are asking a farmer, builder or an emergency service to place their faith in such an accomplished yet untried machine. Get that right and I’ll vouchsafe that Land Rover won’t be able to build them fast enough.
And while most (60 per cent) of folk will buy the long-wheelbase 110, for my money the greater agility, more pleasing proportions and sheer fun of the 90 would be my choice and I’ll give it five stars to boot.
Land Rover Defender 90 - tested 22/10/20
Want one? We certainly do CREDIT: Nick Dimbleby
THE FACTS
Land Rover Defender 90 P300 SE
TESTED 1,998cc, four-cylinder turbo petrol, eight-speed automatic gearbox with selectable low-ratio crawler gears, four-wheel drive
PRICE/ON SALE from £43,625/now for first deliveries in December
POWER/TORQUE 295bhp @ 5,500rpm/394lb ft @ 1,500rpm
TOP SPEED 119mph
ACCELERATION 0-62mph in 7.1sec
FUEL ECONOMY 24.6mpg (WLTP high)
CO2 EMISSIONS 260g/km (WLTP)
VED £2,175 first year, £475 next five years, then £150
VERDICT We already knew that the new Defender was pretty good in long-wheelbase 110 form but the shorter 90 version is, if anything, even better. With better dynamics, off-road agility and the same lovely interior, it is a complete star – and it looks terrific, too. Time and Land Rover’s reliability will determine how it goes down with the company’s traditional commercial markets, but on this evidence it should be out there doing the tough jobs for years to come.
TELEGRAPH RATING Five stars out of five
THE RIVALS
Toyota Land Cruiser, from £35,295
The all-terrain vehicle of choice for UN peacekeepers and pretty much everyone else, though we don't get the full-size Amazon version any more. £35k gets you a base three-door with a 310lb ft, 2.7-litre four-cylinder turbodiesel running on steel wheels and with a pared-down interior festooned with huge, simple buttons. A five-door seven-seater with the same drivetrain and snazzier trim and wheels is £59,000. Pug ugly, with a body-on-frame construction, but super reliable and brilliant off-road, the Landcruiser is a formidable rival to the new Defender.
Mercedes-Benz G-Class, from £92,070
Undertaking a complete redesign of the car that up to last year was largely unchanged since 1979 was similar to the task which Land Rover faced with the Defender. That Mercedes-Benz kept closer to the roots of the hand-built, military-derived Geländewagen says much about the differences in approach and resources of the two companies. Still awesome off-road and now much better on Tarmac, the G-class is very expensive and very capable.
Mitsubishi Shogun Sport, from £39,140
They closed the Shogun production line and delivered the last 700 European-spec models last year. Now Mitsubishi is mulling a replacement, and this is what we get to fill the gap. It's smaller than the full-fat Shogun, tows only 3.1 tonnes and shares its body-on-frame underpinnings with the L200 pick-up. Mitsubishi says the market for full-size working SUVs is dwindling, but is it right?
Bollinger Motors B1, from $125,000 USD
Looking like a Defender scanned at 150 per cent in the photocopier, the new B1 SUV is built in Detroit, Michigan. Two motors, one in front and one rear, have a total output of 614bhp and 668lb ft, which with a 120kWh lithium-ion battery pack ensures a range of about 200 miles, with eight to nine hours of off-road duty. Each motor has its own gearbox, which gives a high and low range of gears and even in low range these beasts are capable of 68mph and 0-60mph in 4.5 seconds. Also available as a pick-up and a chassis cab. Forget Tesla's Cybertruck, if you want a working battery SUV, this is what you need.
The 2016 Chevrolet Malibu is fully newly designed. Chevrolet Malibu midsize sedan is provided in four main trim ranges: L, LS, LT and Premier. Note that the LT is technically separated into two sub-trims (1LT and 2LT), with the latter getting the 2.0 liter engine, the 8-speed automatic transmission and a few other features mentioned below.
The base 2016 Chevrolet Malibu L arrives standard with 16-inch steel wheels, key-less entry and ignition, cloth upholstery, tilt-and-telescoping steering wheel, air-conditioning, cruise control, manual front-seat height adjusters, 60/40-split folding rear seat, Bluetooth phone connectivity, OnStar and six-speaker audio system.
The 2016 Chevrolet Malibu LS provides 16-inch alloy wheels, rear-view camera, 4G LTE connectivity with mobile WiFi, automatic headlights, Bluetooth streaming audio and the MyLink infotainment system with 7-inch touchscreen that consists of Android Auto and Apple CarPlay smartphone integration.
The 1LT gets 17-inch wheels, rear climate vents and satellite radio, eight-way power driver seat (with power lumbar), ambient interior lighting, heated mirrors, and also LED daytime running lights.
The 2LT is usually similar to the 1LT but contributes the powertrain update, 18-inch wheels, dual exhaust tips and larger fuel tank (15.8 gallons vs 13.0 for the 1.5T).
2016 Chevrolet Malibu Performance
All 2016 Chevrolet Malibu designs are FWD. The L, LS and 1LT trim levels appear standard with 6-speed automatic transmission and turbocharged 1.5-liter 4-cylinder engine ranked at 160 hp and 184 pound-feet of torque. Fuel economy is EPA-rated at 31 mpg merged (27 city/37 highway), boosted a little bit by a stop-start system that automatically turns off the engine when the car arrives to a halt.
Safety
The 2016 Chevrolet Malibu comes standard with antilock brakes, stability and traction control, front side airbags, front knee airbags, side curtain airbags and rear side airbags. Also standard is the OnStar telematics system, which includes automatic crash notification, on-demand roadside assistance, remote door unlocking and stolen vehicle assistance.
A rear-view camera is standard from the 2016 Chevrolet Malibu LS trim on up, and there are two sophisticated safety packages. The Driver Confidence program adds automatic high-beam headlight control, rear cross-traffic alert, blind-spot monitor, front and rear parking sensors, lane-departure warning and intervention, and forward collision warning system with low speed automatic braking. The Driver Confidence II package provides self-parking system, an electronic parking brake, adaptive cruise control and enhanced collision mitigation system with automatic emergency braking.
Interior Design and Special Features
While the 2016 Chevrolet Malibu is much slimmer than its predecessor on the outside, it requires a more evolutionary approach on the inside. That's fine with us, as we commonly praised last year's Malibu for its eye-catching and well-appointed cabin. What jumps out about the new dashboard is its understated gauge cluster, for one thing, changing the old deeply hooded cluster that applied individual pods for the tachometer and speedometer. The gauges themselves also have a more contemporary look, and the climate controls likewise show a bit more flair. Another welcome touch is the way in which the optional MyLink touchscreen is built-in: It seems like an iPad slipped nicely into its own slot, bucking the trend these days of infotainment screens perched awkwardly a top the dash.
Driving Impressions
The 1.5 liter turbo engine could possibly have enough pep for your taste, and it might not. For the record, 160 hp is about as small as it gets in this segment, so don't anticipate a stirring encounter when you mat the gas, even though the new 2016 Chevrolet Malibu is nearly 300 pounds lighter than its predecessor per GM's scales. On the other hand, the adequate turbocharged torque hits early and frequently, so when you're climbing a hill or basically keeping up with traffic, this engine can feel virtually simple and easy. Overall, we'd say it's just excellent for most purposes, but if you are underwhelmed on your test-drive, be sure to check out the energetic 2.0 liter turbo, which creates the 2016 Chevrolet Malibu a much quicker car and also brings the more assured 8-speed transmission. thecarspecs.com/2016-chevrolet-malibu-review/