The new Porsche 911 Dakar, which is limited to 2,500 examples, sits 50 mm higher off the deck than a 911 Carrera S (fitted with sports suspension), giving it the ground clearance necessary for off-road driving. A lift system can raise it another 30mm when needed, at speeds of up to 106 mph, for the absolute roughest terrain, as well as particularly nasty approach and departure angles.

The Dakar gets the familiar 3-litre six-cylinder biturbo engine with 473bhp and 420 lb ft of torque, which allows 0-62mph in 3.5 seconds, though the top speed is limited to 149mph — the maximum for the all-terrain tyres.

All-wheel drive and Porsche’s semi-automatic eight-speed transmission comes as standard, as does rear-axle steering. Along with dynamic chassis control, which includes two new driving modes — Rallye and Offroad — Porsche claims the Dakar can be as at home on a circuit as on a rally stage. 911 Dakar being just as capable on sand and gravel as it is on the Nordschleife.

Grip as standard comes from specially developed chunky Pirelli Scorpion All Terrain Plus tyres, though buyers can also opt for P Zero summer and winter tyres — the latter as fitted when Times Luxury’s David Green took the car out on ice.

Check out his video review above, and stay to the end for a rather special lap with German rally ace Walter Röhrl.

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However, we felt there was unfinished business. After all, the DBX707 didn’t just get a few suspension upgrades to cope with its monstrous 697bhp 4-litre AMG-derived V8 – Aston claimed it was properly track-focused and a potential Nürburgring record-beater.

Fast forward a few months and Aston Martin is putting its money where its mouth is, by inviting Driving.co.uk to drive the expensive Pirelli tyres off a stock example of the DBX707 on a track – and not just any track, but Anglesey in Wales. An initially wet and windy Anglesey, we’d like to add.

How did the DBX cope? Watch our video review to find out.

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The post Aston Martin DBX707 video review: What’s the world’s fastest luxury SUV like on track? appeared first on Driving.co.uk from The Sunday Times.

I suppose you want a little more detail, though, so let’s buckle our bright-coloured belts, fire up the 4-litre, 6-cylinder naturally-aspirated engine and get started.

This 911 GT3 is technically in its seventh generation and bestows the latest 911 (known as the 992) with track-focused upgrades that have enabled it to circulate the infamous 20.8km Nürburgring Nordschleife in just 6min 59.927sec — a full minute quicker than the original 911 GT3 in 1999, and, perhaps more astonishingly, a couple of seconds quicker than the Porsche 918 Spyder supercar.

That should leave you in no doubt that it’s quick — very quick — around a racing circuit, but it doesn’t quite explain the pure joy of its engineering alchemy — its ability to put a smile on your face, which, surely, is the key to a really good sports car.

Design

To say the 911 GT3 looks aggressive would do it a slight disservice, as it retains the classic, slinky Porsche 911 silhouette to a great degree — there’s no mistaking that this is a 911. But at the same time its track-honed bodywork upgrades give away its fearsome circuit potential.

The large “swan-neck” rear wing is the clearest example of this. It’s the first time a suspended rear wing has been fitted on a Porsche series production car, and it’s a direct descendent of the rear wings fitted to the 911 RSR and GT3 Cup racing cars (Porsche motorsport magicians having worked on this road-going GT3).

Below that you’ll spot the impressive rear diffuser, and combined with the front splitter the new GT3 generates 50% of additional downforce at 124mph when compared with the previous 991.2 GT3 in regular set-up. However, if you dial up the downforce at the front and rear (both the wing and front splitter have four angle settings) there’s up to 150% more — equivalent to 385kg pushing down on the car, helping it stick to the road.

The aero updates have been made over 160 hours of testing at Porsche’s ultra-high tech wind tunnel at its Weissach Development Centre. The engineers were able to monitor airflow not just with the car travelling in a straight line but through corners, too, simulating what happens when roll, pitch and yaw are introduced.

All of which contributes massively to the feel of the car at speed.

Interior

Porsche has been getting the 911’s cabin right pretty much forever, and the 992 interior is no exception, from the cosseting seats and position of the gear lever to the infotainment controls and driver assist toggles.

The GT3 gets all that but of course features some bespoke changes: a tweaked instrument cluster with an analogue rev counter (centrally, of course) that redlines at 9,000rpm, and on the PDK automatic model, a different gear selector to other 992 models that’s easier to find by touch while your eyes are focused on the next apex.

Customers can also spec the interior trim to include colours for the rev counter dials, Sport Chrono stopwatch, seatbelts and trim strips that match the body colour (or a number of other hues).

The instrument binnacle also can be configured to show the information you want at any time, and on track that means tyre pressures, oil pressure, oil temperature, fuel tank level and water temperature. A new track mode display can remove all superfluous information, to reduce distractions.

We drove a manual model and one with PDK, the latter in Club Sport spec, which adds a rollcage and full racing bucket seats, as well as the option to add a six-point racing harness, though ours came with the regular three-point belt.

Though it didn’t have a rollcage, which makes throwing a bag in the back a lot easier, the manual test car had also been fitted with optional bucket seats, so I can’t comment on the the comfort of the standard sports seats. Around Anglesey Circuit I was glad of the upgraded pew, though. They lack backrest tilt adjustment but can be adjusted for height and lock you into position superbly.

The 10.9in PCM touchscreen comes as standard in the GT3, and is easy to navigate and customisable, with Porsche’s excellent in-built sat-nav. The eight-speaker, 150W stereo system can be upgraded to a Bose 570W surround sound set-up with 12 speakers.

There’s also an optional reversing camera and support for Apple CarPlay … but not Android Auto, frustratingly. As an Android user it irks me that Porsche believes its customers must only be purveyers of Apple handsets. Mind you, perhaps they are.

It’s amazing, really, that you can get all this kit in a such a track-focused sports car. You can even add Isofix child seat mounts to the front passenger seat if you want. It’s a reminder that this is a car with a dual life — it’s tuned for the track but designed to be used on the road, too.

Ride and handling

Sadly, though, I can’t tell you what it’s like to drive on the road as we spent all our time with the two cars out on track (I did ask for a an opportunity to take it out for 10 minutes but was told time didn’t allow for it). Other reviewers have reported, though, that despite increased spring rates compared with the old GT3, the 992 model doesn’t feel too stiff for street use.

This is down to the new race-bred double wishbone suspension set-up at the front of the car, they say. Which is remarkable because its real purpose is increasing the size of the contact patch between tyre and asphalt while cornering on the track, and I can report that the new GT3 is exceptionally grippy at the front around Anglesey.

Astonishingly so, in fact, which, combined with the impressive downforce, rear-wheel steering and active damping, allows you to point the nose towards the apexes of fast, flowing corners at far higher speeds than you might imagine possible, even when rain begins to fall (as it did towards the end of our tracks sessions).

What’s interesting is that it only takes a lap or so to get used to this, and before long you’re dialled in fully, pushing harder and harder to find the limits of adhesion.

Meanwhile the back end, through which all the power is delivered, is so easy to keep in check. The naturally-aspirated engine allows you to feel intuitively how much power to send to the rear rubber at any moment as you progress through the turns, while the mechanical grip from the trick rear differential and aerodynamic downforce is phenomenal. Pressing the accelerator transfers the weight to the driven wheels, you feel the car squat down and that encourages you to press harder. The GT3 veritably leaps towards the exit of each turn with joyful levels of gusto.

It isn’t too hard to get the back end out of shape if you want to, but catching a slide is so easy. If we were reaching into the motoring journalists’ box of clichés, we’d call it telepathic.

But the joy with the GT3 is finding perfection — the perfect lines, the perfect lap time, the perfect flow — and it just eggs you on you to go faster and faster.

Engine and performance

It’s admirable the Porsche has chosen not to greatly beef up the 4-litre naturally aspirated flat six engine from the 991.2 GT3 (for it is the same unit), and power output is a quoted 503bhp— an increase of just 10bhp. You really don’t need any more power than that, trust me. Especially on the road.

But don’t think Porsche just turned a dial and thought, “That’ll do” — engineers spent 22,000 hours testing it on a rig, simulating different circuits and running it at full throttle “for a very high proportion of the time.”

Apparently it’s basically unchanged in the GT3 Cup racing car, which is an even better test of performance and reliability, and as an evolution of the tried-and-tested motor from the old GT3, you’d expect it to be fairly bulletproof.

Why would they make great changes, anyway? It’s such a beautiful piece of kit, with lovely smooth, linear power delivery as it screams its way up to the full 9,000rpm red line. With the six-speed manual ‘box the new 911 GT3 accelerates from zero to 62mph in 3.9 seconds, and with the seven-speed PDK auto 0-62mph takes just 3.4 seconds.

Is the PDK better, then? Well, it depends, of course. A purist will love the manual gearbox — it’s a lovely, smooth transmission and you can slip between the gears without even really noticing yourself doing it, it’s so natural. And the throttle blips on downshift, for those who don’t want to (or can’t) heel-and-toe, ensuring the car isn’t unsettled under braking (with the added benefit of making you look like a track god to passengers).

At this point I do have to report that, after a great deal of punishment on track and, I suspected, another driver in our group not being entirely kind with the clutch, by late afternoon third gear had had enough and was reluctant to engage. A Porsche spokesperson later told me it was a suspected synchro issue, and was being investigated, but in typically diplomatic style refused to answer my question about whether the failure was ultimately human or component-related.

The PDK had no such issues, though (the car’s electronic brain does all the clutchwork, you may note), and it continued taking our abuse lap after lap as the afternoon wore on.

While the manual arguably gives you the most engaging driving experience, you can’t avoid the fact that the auto ‘box shifts faster and more smoothly, and using the paddle shifts you still feel at one with the car while being able to keep both hands on the wheels at all times. For that reason, personally, I’d pick the PDK. And I’d not regret it while driving around town, I suspect.

Economy and emissions? If you really want to know, check the stat box, but it was interesting to note that the low fuel warning sounded while I was out on track despite the car having half a tank of petrol left, such was the rate at which we were burning through it. On the road it’d not be so hysterical, I’m sure.

How much is a 992 Porsche 911 GT3?

Given all the motor sport-derived upgrades, and the fact that rivals include the Audi R8 Performance RWD, Aston Martin Vantage and Mercedes-AMG GT, it’s no surprise the 911 GT3 is a six-figure car.

Prices start at £127,820, with four colours as standard, regular sports seats and none of the other sports trimmings.

It should be noted that there’s no extra charge for the PDK automatic transmission, perhaps suggesting that most buyers opt for the manual gearbox. On the configurator, the Club Sport package is a no-cost option but in reality, it replaces the standard seats with the bucket seats and they’re an extra £3,788.

Other options rapidly add cost, too, as you’d expect: the interior trim package is £2,189; carbon-ceramic brakes are £6,498; the front-axle lift system, which is probably essential in towns, will set you back £2,214; and the Bose stereo is a further £1,002. That’s before considering the carbon fibre roof, premium colours and so on. Basically, it call all add up rather quickly.

One bit of good news is that the 911 GT3 Touring package, which removes the rear wing and adds some interior comforts, is a no-cost option. And it looks sensational.

But even better news is the fact that special edition 911s tend to hold their value extremely well. A quick glance at Auto Trader shows 2014 (991.1) 911 GT3s are selling for more than £100,000, and on other sales sites you’re looking at around £70,000 for a 2004 (996.2) model. That’s a compelling reason to buy a GT3 new and spec it exactly as you want — it’s unlikely you’ll end up out of pocket.

Porsche 911 GT3 review: The verdict

Incremental upgrades to the engine combine with enhanced aero and reworked mechanicals — the headline change being the new double wishbone front suspension — in a sensational blend of performance, handling and excitement.

That makes the new 911 GT3 much faster around a circuit but Porsche hasn’t forgotten that driving a sports car should be fun, first and foremost. This is the ultimate iteration of the GT3, and perhaps the most enjoyable experience you’ll have around a track in a car you can also drive comfortably on the road.

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• If you enjoyed this review of the 2021 Porsche 911 GT3 then you might like to see what Jeremy Clarkson had to say about the old 991 GT3 in 2010.
• Also check out the new Porsche 911 GT3’s lap at the Nürburgring (video)
• Finally, don’t miss this comparison of the Ferrari 488 Pista and 2018 Porsche 911 GT3 RS

The post Porsche 911 GT3 (992) review 2021 appeared first on Driving.co.uk from The Sunday Times.

The 620R is, says Times Luxx magazine’s David Green in his video review (above), the range-topping piece atop the Sport Series tower. It has an extra 50bhp on the foundational 570S and 570 Spider, without the fire spitting (literally), fang-bearing ferocity of the 600LT. The 620R is based on the 570S GT4, which has been a success for McLaren both financially and on track, winning races in every championship in which it has competed across four continents since its debut in 2017.

McLaren says the 620R is what the 570S GT4 would be if it was freed from the restrictions of various motorsport regulations, as it “retains the DNA of a fully homologated track car yet is free from the restrictions that race regulations apply.”

The 620R’s circuit pace comes from incredible amounts of downforce generated by a huge carbon spoiler at the rear — taken from the 570S GT4 and made road legal by the addition of an extra brake light — which can generate 155kg of downforce at 150mph. There’s also a splitter on the front to add crucial weight at speed over the front wheels.

McLaren offered Green the opportunity to test the 620R both on the road and on the track, at the Snetterton Circuit in Norfolk. As a car aimed at the big-walleted track-day enthusiast (the 620R costs £250,000), it’s important for it to transition as seamlessly as possible from the road to the track, and McLaren have done that, with easily manipulated 32 way adjustable dampers, and tyres (by Pirelli) that can be swapped for slicks (also by Pirelli) when you get to the track without further mechanical adjustment. McLaren says this is the first time that has been possible on a road-legal car.

On the road the 620R is comfortable, says Green. The seats, taken from the £750,000 Senna, while thin are fairly cosy. Radio and air conditioning are both free options, meaning you can have a couple of creature comforts if you’re willing to take on the extra weight.

In order shed a few kilos (the 620R actually tips the scales a shade heavier than the 600LT, thanks to the rear spoiler) soundproofing is minimal, meaning that you do get the sound of McLaren’s twin-turbo V8 echoing through the cabin. The engine in question is a 3.8-litre unit that is bespoke for the 620R but hasn’t deviated too far from the V8 used in other McLarens.

On the track, however, is where the 620R shines. It doesn’t have the “lairy” nature of the 600LT, says Green, relying more on its downforce to get round corners quickly. There’s also a Senna-inspired “brake booster”, while the 620R’s 612bhp means that it can get to 62mph from standstill in just 2.9 seconds.

Is the 620R, therefore, the perfect track day car? Its quarter-of-a-million-pound pricetag means that it has a number of uber-desirable competitors, says Green, but he thinks that the McLaren will prove popular. Whether or not this is a “baby Senna” is open to debate, but “people really want to experience that speed on a race track that you just can’t get away with on the roads. And this sort of car, when you can drive it to the track, and you don’t need a team of engineers and mechanics to get you on to the track, will be very attractive to some people.”

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The post 2020 McLaren 620R video review appeared first on Driving.co.uk from The Sunday Times.

With the DBS having a massive V12 powerplant sitting directly between the front wheels and all of its 715bhp (and planetary 663 lb ft of torque) being sent to the rear wheels, it’s ideally suited for creating black circles on asphalt. Turn off traction control and it will pivot around that front end, turning on the spot as effortlessly as an Olympic ice skater performing a camel spin.

That front-engined, rear-wheel drive layout is the traditional set-up for a grand tourer. It lends the car a unique feel that some argue is perfectly attuned to crossing continents; like being pulled across country in a luxury chariot by a dozen thoroughbred horses. Classics exemplifying the GT car include the Jaguar E-Type, Ferrari 250 GTO and the Mercedes 300SL Coupé.

But GTs aren’t required to have the engine at the front. The true requirements relate to the engine’s nature rather than its position: essentially, it must be powerful and suited to high-speed cruising. A GT must also have space for at least two occupants to travel with luggage in comfort, an amount of luxury and the ability to provide driving thrills on demand.

Which is why McLaren has ignored tradition and injected its own brand of car design into the luxury GT market, putting the engine directly behind the driver, in the middle of the chassis.

It’s not the first grand tourer to do this — there was the Porsche 914 to name one example. It’s not even the first mid-engined McLaren to claim GT status — the 570GT is the new McLaren GT’s spiritual predecessor (though officially the new McLaren carves out a new niche for the brand).

But one can’t deny that the new GT is most noteworthy for adding itself to a rather small pool of grand tourers to have featured a mid-engined layout.

Over dinner at the car’s launch in southern France, McLaren’s engine chief told us the company had never considered putting the engine at the front — that’s simply not the McLaren way. By putting it in the middle you shift the centre of gravity rearwards (it’s at the driver’s hip level in the GT, with 42.5:57.5 front-to-rear weight distribution), which makes the car more engaging to drive, we were told.

It does present a problem in terms of packaging, though. GTs must have enough space for a decent amount of luggage and by putting the engine behind the driver you sacrifice boot space. The McLaren engineers’ solution involved mounting the V8 lower down in the car, freeing up space between it and the liftback boot lid.

Officially, the boot has a 420-litre capacity, but it’s a slightly awkward shape with two decent-sized compartments at each end — one behind the driver and passenger’s head and one at very rear of the car, connected by a curving tunnel below the glass hatch. You can fit a couple of soft bags at either end and maybe a couple of suit bags between the two, or a couple of pairs of 185cm skis and boots. You should even be able to cram a golf bag or two back there, although you may have to remove one or two clubs to make it fit.

It’s an awkward space but don’t forget that there’s an additional cargo area between the front wheels, which offers a further 150 litres, in fact, meaning an impressive 570 litres in total. As there’s a 12v socket in there it could be a great spot into which you could drop a refrigerated cool box (full of vintage Dom Perignon, perhaps).

There is one additional problem with positioning the engine underneath the rear load space, though, beyond awkward packaging at the rear. The engine bay can reach 500 degrees Celcius, apparently, meaning customers’ Valrhona chocolate gift boxes would become a molten mess en route to their boutique hotels.

This was solved by covering the V8 with a Nasa-developed heat shield and channeling air between it and a further barrier, and out of the rear of the car. The air pocket is said to reach 200C, but the additional heat shielding means the rear luggage area only ever reaches 40C, it was claimed. And as there’s no divide between it and the cabin, a healthy dose of A/C should keep it cooler than that on most days.

This is all very clever but it does smack a little of solving problems that didn’t really need to be solved. One can only imagine there’s an engineer in Woking with a newly-white head of hair, having been asked to come up with an answer to the engine heat issue. Ask them to create a convertible version and they may end up in a padded cell.

The engine itself? It’s essentially the same 4-litre twin-turbocharged V8 as found in the McLaren 720S supercar, though with tweaks to give it different characteristics, more suited to grand tourers. The compression ratios have been altered, it has smaller turbos with lower inertia, and the exhaust and intake manifolds have been reworked, the engineers told us.

Total power output is 612bhp, 98bhp less than the 720S. Perhaps more significantly, it’s 70bhp up on the new V8-powered Bentley Continental GT but a full 103bhp down on the DBS Superleggera, two major rivals. McLaren says its philosophy is more about reduced weight and class-leading handling than outright power, and in these areas it arguably has the edge over both cars: the GT has a kerb weight of 1,535kg (resulting in 399bhp per tonne), thanks to a carbon-fibre tub and aluminium body panels, versus 1,693kg for the DBS and a whopping 2,164kg for the Continental GT V8.

It also has the edge in acceleration: 0-62mph takes 3.2 seconds versus around 3.4 seconds for the Aston and 4.0 seconds for the Bentley. Top speed is only really relevant if you’re playing Top Trumps, though they’re all near the 200mph mark (see the table below for details).

The torque curve of the McLaren’s V8 is what determines its character to a great extent; it was designed to be as flat as possible, with 95% of its 465 lb ft available between 3,000rpm and 7,250rpm. The goal was to create a more usable powerplant over a greater range of scenarios than the 720S, allowing for a more relaxing drive.

However, maximum boost comes from 5,500rpm to 6,500rpm and out on the road this was quite noticeable. It’s easy to pass pretty much any other road user at any speed and in most of the seven speeds, even on twisty roads, though to really get the most out of the engine you have to keep the engine singing within that narrow 1,000rpm band, particularly as power increases in a pretty straight line from zero to maximum revs.

The McLaren sings a fairly tuneful song, though nothing like the throaty roar of V8s found in some other GTs — more of a deep purr. A new exhaust with a valve system that opens or closes for more noise or more refinement, depending on driving mode and style, helps add to the sense of occasion, though for this (perhaps rather jaded) motoring hack, the McLaren’s powerplant left a rather lukewarm impression. It’s definitely quick enough, but it isn’t as characterful as some rivals’ efforts.

The seven-speed automatic gearbox is not the most agreeable we’ve encountered, either, with it wanting to change gears at cruising speed at undesirable moments, meaning we spent most of the time in manual mode. The GT does shift cogs at lightning-quick speed, though.

On the plus side, the GT’s ride and handling proved impressive, that featherweight construction shining through and sharp steering allowing the nose to be pointed into a corner at speed with accuracy, the front wheels providing astounding levels of grip. Through hairpins the front end appeared to find extra bite mid-corner, allowing the throttle to be applied early and with confidence. This is all the more impressive given that there’s no torque vectoring system on the GT.

As a result, it’s highly likely that the McLaren GT could be driven point-to-point quicker than most of its rivals.

This doesn’t mean the suspension is rock hard; imperfections in the road are ironed out well, helped no end by a clever “Proactive Damping Control” system that measures the speed, length and force of suspension movement on all four wheels, and adjusts each damper based not only on what just happened but also, using predictive computer models, what might be about to happen.

Essentially, the computer can recognise particular patterns of suspension movement and works out, based on what happened the last time it saw that pattern, what it thinks might happen next and how best to deal with it.

It also means that if the front left wheel hits a pothole, it can set up the rear left suspension a few milliseconds later in anticipation that it will also hit the pothole. Clever stuff, though if you asked us whether it made the ride in the McLaren noticeably better than the ride in other grand tourers, we’d have to say, “Er, not really, no.”

The cabin is good, though, and that’s another key to a good grand tourer. Quality materials are used throughout with a focus on modernity and weight-saving over thick-pile shag and soft, sumptuous leathers. The seats are supportive and comfortable over long distances, even for tall drivers, though the seat controls are on the inside of the seats, making them hard to find, access and use.

You’ll not find the imposing number of switches and buttons that are present in the cabin of the Bentley, nor the focus on wood and traditional materials, though the clean, minimalist style of the McLaren is attractive and driver-focused, in keeping with McLaren’s brand identity. And its dashboard is a cut above that found in the DBS, which features Mercedes hand-me-downs.

The McLaren’s central touchscreen, in portrait orientation, is smartphone-like and responds quickly — five times faster than previously, according to the car maker — though its screen reflects light (a strong suit of the GT is that the glazing provides good all-round visibility and lets in plenty of light) and darkens significantly when sunglasses are worn, making it difficult to read in bright conditions. Compare that to even the convertible version of the DBS, which has a screen that is free of glare even with the roof down in bright sunlight, and it makes you wonder why McLaren can’t seem to do the same job in it hardtop GT. This stuff matters particularly in a car aimed at long-distance travel.

It’s in no way as high tech as the touchscreen infotainment system found in the new Porsche 911, either, which is half the price of the McLaren and arguably just as good at GT duties. They’re similar machines in nature, actually: part sports car, part grand tourer, though to get near the McLaren’s pace you’ll need to spend more like £100,000 on the Carrera 4S.

What you make of all this is up to you. The McLaren GT is undeniably quick, unquestionably nimble, and most definitely comfortable and high tech. Can we recommend it? Absolutely. But will it stir the soul in the same way as an Aston or Bentley? Perhaps not.

It does offer something a bit different, though, and looks sensational. We suspect that’s what may sway wealthy customers more than anything else.

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McLaren GT vs rivals

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2019 Aston Martin DBS Superleggera Volante review

2018 Bentley Continental GT review (video)

The post 2019 McLaren GT review appeared first on Driving.co.uk from The Sunday Times.

What is the BMW X5?

BMW had a relatively straightforward job when it launched the original BMW X5 in 1999: back then, the only real rival it had was the Land Rover Discovery (or possibly the Range Rover). Fast forward 20 years, and there’s now a horde of rivals for the BMW to fend off (see a list of alternative cars below).

Despite this, BMW is confident this fourth-generation version will “once again set the standard” in the class. It’s certainly bigger than any X5 that’s come before, and the new gadgetry available makes it the most technologically advanced version to date as well.

What engines are available for the BMW X5?

At the time of writing, whether you want petrol or diesel power, all engines come with six cylinders. The most powerful M50d model packs a 394bhp diesel but the majority of X5 owners will likely go for the less potent but more affordable xDrive30d, with its 261bhp diesel.

Despite the difference in power, though, the two diesel X5s aren’t too dissimilar in terms of fuel economy. Under the new, tougher WLTP tests, the xDrive30d is rated at 34mpg to 37.7mpg whereas the M50d can return between 32.5mpg and 33.6mpg.

Petrol buyers have an easy job when specifying their car, as there’s only one engine available: a 335bhp unit in the xDrive40i. It should have plenty of power for day-to-day driving, though of course, fuel economy suffers; the 25mpg-27.7mpg figure is quite a bit down on what the diesels can manage.

No matter which engine you choose, the 2019 BMW X5 only comes with an eight-speed automatic transmission and all-wheel drive, while those not going for the range-topping M50d can select from two trim levels: xLine and M Sport.

Will there be a hybrid BMW X5?

A plug-in hybrid “iPerformance” version of the BMW X5 is on the way, says BMW, but it hasn’t been revealed when that will go on sale or for much it will cost. We do know the X5 plug-in hybrid will feature a petrol-electric powertrain with an output of 394bhp — so matching the M50d — and a pure-electric range of approx. 50 miles. Given its performance and economy potential, it could prove popular.

What technology does the BMW X5 have?

As a premium car, the BMW X5 comes packed with high end equipment. All models get adaptive air suspension, heated front seats, a parking assist that can help you fit the car into tighter spots, hand gesture controls for the infotainment systems and built-in sat-nav with real-time traffic update functionalities.

Quite a few options are available for the X5, too, including laser headlights, head-up display, a key with a touchscreen that allows you control some of the car’s functions (such as the height of the air suspension), rear-seat touchscreen entertainment, a Bowers & Wilkins stereo, four-zone climate control and an offroading pack.

Weirdly, while Apple CarPlay connectivity is standard kit on the new X5, Android Auto is conspicuously absent from the standard and optional equipment lists. Maybe BMW doesn’t think users of Samsung, Huawei, Sony, LG, Google, etc. smartphones are worthy of its cars.

How much does the 2019 BMW X5 cost?

Prices for the xDrive30d start at £47,495, with the xDrive40i costing from £58,885. The range-topping M50d begins at £71,475. Prices for the plug-in hybrid X5 iPerformance are yet to be announced, at the time of writing.

What are the BMW X5’s rivals?

If you’re shopping around for a premium SUV, you’ll have plenty of options to compare the BMW X5 with. Rivals to the BMW include the Audi Q7, Porsche Cayenne, Volkswagen Touareg, Range Rover Velar, Land Rover Discovery, Mercedes GLE and Volvo XC90.

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The best cars launching in 2019

The post 2019 BMW X5: video review, prices, engines and specs appeared first on Driving.co.uk from The Sunday Times.

Now, there’s a new Volvo estate car, called the V60 and — spoiler alert — it also ticks the practicality, quality and safety boxes. But the first thing you’ll notice is that while, yes, there are sharp creases, this is a decidedly curvy, attractive machine.

The new V60 takes a leaf out of Audi’s book of Russian doll range offerings and the overall look is very similar to the larger V90 estate. That’s no bad thing because Volvo’s design department is on a roll at the moment and the V90 looks so effortlessly Scandi-cool, it hurts.

The coolness continues inside, where the Volvo V60’s minimalist interior features an infotainment system far removed from that of rivals like the Audi A4 Avant and Mercedes C-class Estate. Whereas those cars have what looks like tablet glued to the dashboard, the V60 has a portrait-style touchscreen that appears to have been hewn between the two air vents in the centre of the solid-looking, chrome-edged glossy plastic dashboard.

Looking good is not good enough, though, and the V60’s infotainment system loses out to the German alternatives on overall ease of use. This is primarily because touchscreens, however logically designed, require you to take your eyes off the road to operate. Selecting a radio station while driving on a bumpy road is a bit like reaching into a box of chocolates without a menu card – you never know what you’re going to get.

The rest of the V60 interior is great, though – there’s no shortage of space upfront and, despite being set fairly low, the driving position gives good visibility. Space in the back seats is adequate for two adults and fitting three is possible, but of course, they won’t be as comfortable as in the bigger V90.

Where the V60 can get pretty close to the V90 is practicality. The V60’s boot is huge and slightly bigger than that of its German rivals. There’s also no lip to lift luggage over and the huge opening means loading bulky items is easier than in the current Mercedes C-class Estate, would you believe.

Once you’ve loaded half of Ikea in the boot and hit the road, it’s hard to find faults with how the V60 drives

Out on the road, it’s hard to fault the way the V60 drives. It was never meant to be particularly sporty but you get a good amount of grip through corners, with very little body roll and surprising poise. Okay, a BMW 3-series Touring is more fun but the Volvo arguable provides a more universally-appreciated balance of control and ride comfort.

Provided, that is, you keep its wheel size to a modest level; large rims mean thinner tyres, and the painted-on versions make the ride a bit harsh. Opt for adaptive suspension and the V60 becomes unnecessarily firm in Dynamic driving mode and it does little to improve smoothness over bumps when set to Comfort mode. In short, the more basic your V60, the better it is to drive.

We’re also sad to report the sometimes lethargic reactions of the optional automatic gearbox. Most of the time, it shuffles up and down the eight speeds with no fuss, but ask it for a swift getaway out of a roundabout and there’s a delay between you putting your foot down and something actually happening.

That said, the V60 feels most at home cruising on the motorway where the quiet cabin makes it a relaxing place to spend time.

If motorway driving sounds like you, there’s an optional semi-autonomous driving assistant available for the Volvo V60. Called Intellisafe Pro Pack, it allows the V60 to brake, accelerate and steer itself on the motorway, provided you keep your hands on the wheel. It really does take some of the fatigue and stress out of long drives.

What’s more, the Intellisafe pack looks like great value when you consider it also includes a blind spot warning system and rear collision mitigation, which helps when reversing out of a parking spot.

In terms of engine choices, if you don’t plan to drive long distances frequently, pick the T4 petrol – its lively character makes it perfectly suited to darting in and out of traffic openings and it’s fairly frugal, provided you don’t drive it too hard.

Otherwise, the D4 diesel pretty much does it all – it’s fuel efficient, easily powerful enough for when you fill the V60’s boot to the brim and also hushed on the move. There are more powerful engines available, but they seem a bit overkill in this comfort-focused car.

So, the Volvo V60 makes for a great choice if you’re looking for a good-looking estate car. It’s posh without being ostentatious, puts other estates in its class to shame when it comes to practicality, and – being a Volvo – offers superb levels of safety.

See how much you could save on a new Volvo V60 at carwow

Volvo V60 rivals

Mercedes C-Class Estate
Price £31,720 – £47,995
Click to see how much you could save at carwow

Audi A4 Avant
Price £29,255 – £46,610
Click to see how much you could save at carwow

Or, for a little less money…

Volkswagen Passat Estate
Price £23,000 – £40,065
Click to see how much you could save at carwow

The Clarkson Review: 2017 Volvo V90 estate

The post 2018 Volvo V60 review (video) appeared first on Driving.co.uk from The Sunday Times.

You’ll notice most SUVs give the impression of sporting prowess, though. Aggressive styling, big alloy wheels and trick suspension engineered to keep their lofty bodies in check through corners increasingly help SUVs give the impression that, despite the commanding view of the road, they would be just as at home around Silverstone Circuit as a on a school run.

Bucking this trend, though, is the Kia Sorento — the Sportage’s mild-mannered big sister that appears refreshingly proud of its family transporting abilities and resolutely un-sporty demeanour.

Sure, the mid-life revamp this year brought a (slightly) athletic GT Line version to the Sorento range, but take a look at the other trim levels and you’ll notice they abound with practical equipment designed to make this Kia easy to live with rather than thrilling to drive.

These days Kia offers just as many posh-feeling materials in the Sorento as you’d find in premium rivals, such as the new VW Tiguan Allspace or Skoda Kodiaq, and every Sorento in KX-2 trim and above comes with an 8in touchscreen, which can mirror your smartphone’s layout, as standard.

Also as standard is the full seven-seat layout — unlike in the VW and Skoda. Tall adults won’t have any trouble getting comfy in the middle row (which slides and reclines) and there’s no irritating bulge in the rear floor to get in the way of your passengers’ feet like in most SUVs.

Even the two extra seats in the very back are big enough for adults to sit for short journeys. But — oddly — you can only access them from the left-hand side; kerb side, at least.

Adults won’t have any trouble getting comfy in the middle row, and even the two extra seats in the very back are big enough for short journeys

Pack your Sorento with seven people and there’ll be just enough space left over for a weekly shop in the boot, but the capacious Skoda Kodiaq is roomier still. Fold the rearmost seats down and there’s enough space for four large suitcases and if you flip all but the front seats down, a bike will slide in easily with both wheels attached.

If heading out into the wilderness sounds like your kind of weekend fun, you’ll be pleased to hear that the Sorento comes with four-wheel drive as standard.

Unfortunately, you can only get it with one engine — a 2.2-litre turbocharged four-cylinder diesel — but it has plenty of grunt to pull you and a few friends up steep, slippery slopes.

The new Sorento’s diesel motor is pretty adept at cruising along on motorways, too, but it isn’t the smoothest engine around when you accelerate hard, and isn’t particularly efficient in slow inner-city journeys.

If you do spend plenty of time in town, dodge the standard manual gearbox and go for the optional automatic instead. It complements the Sorento’s soft, supple suspension well and makes it pretty relaxing to drive. It’s certainly more comfortable on rough roads than the VW and Skoda.

Unfortunately, unlike in those rivals you have to pay extra for some high-tech safety features in the Kia, including automatic emergency braking. Fork out for Kia’s Drive Wise safety pack, however, and you’ll have yourself a very good seven-seat SUV that’s safe, practical, and comes with a reassuring (and industry-leading) seven-year warranty.

Just don’t expect it to feel sporty to drive.

See how much you could save on a new Kia Sorento at carwow

Kia Sorento rivals

Volkswagen Tiguan Allspace
Price 29,515 – £40,615
Click to see how much you could save at carwow

Skoda Kodiaq
Price £22,755 – £34,940
Click to see how much you could save at carwow

Hyundai Santa Fe
Price £33,425 –  £43,295
Click to see how much you could save at carwow

The post 2018 Kia Sorento review (video) appeared first on Driving.co.uk from The Sunday Times.

Indeed, the Volvo XC40 is a funky looking family SUV that sits below Volvo’s SUV XC60 and larger XC90 in terms of size. It’s comfortable and has a raised driving position that gives you a good view out when you’re driving in town.

It also has one of the sharpest looking interiors you’ll get in a premium small SUV for this sort of money. The dashboard has a simple design and it’s built from high-quality plastics that are finished with expensive looking trim pieces.

The only downside is the so-so build quality – sadly, there are inconsistent gaps in the Volvo XC40’s interior that wouldn’t make it past quality control at Audi and BMW.

That said, the Volvo’s 9in, portrait-style touchscreen infotainment system is nicer to look at than what alternatives offer. It is used to control most of the car’s features, so you don’t have to worry about navigating yourself through a pebble dash of confusing buttons. The trouble is, it can be slow to respond to prods and many of the onscreen buttons are too small to confidently hit while driving.

On a more positive note, the XC40’s tall roof means there’s loads of room to crank the driver’s seat as high as it’ll go and you can carry two adults comfortably in the back – even with six-footers in the front seats.

The Volvo XC40 is not designed to be thrown into corners like a sports car. Instead, it’s built for comfort.

When it comes to practicality, the Volvo XC40’s boot is also a healthy size – albeit a little smaller than the one you’ll find in key alternatives such as the BMW X2 or Mercedes GLA. Its boxy shape means you can make the most of its space, the large boot opening means loading bulky luggage isn’t too much of a pain and dogs will have no trouble jumping in the back.

As the family canine will no doubt be happy to hear, the XC40 is not designed to be thrown into corners like a sports car. Instead, it’s built for comfort, so the suspension absorbs bumps very well and the cabin is quiet at a cruise.

Top-of-the-range models have semi-autonomous driving tech that takes some of the mental strain out of long motorway journeys. It’s also worth bearing in mind that the Volvo XC40 is one of the safest SUVs you can buy in terms of standard safety kit.

To make it an even better family car then it’s worth choosing the D3 diesel engine. It’s cheap to run but also punchy enough to shift the Volvo XC40 along at a decent rate even if it’s fully loaded, making the more powerful but expensive D4 diesel less attractive.

If you do a lot of town driving, then consider the three-cylinder T3 petrol, which is the cheapest way into an XC40 but easily has enough power for a family runaround. In fact, it’s good enough that the T4 and T5 petrols seem unnecessary unless you want bragging rights at the school gates.

If you have the option, you’re better off going for Volvo’s eight-speed automatic gearbox, which can hesitate a little from standstill but flicks between gears smoothly on the move. Unfortunately the entry-level T3 petrol doesn’t get the auto ‘box, instead only getting Volvo’s clumsy six-speed manual.

But all told, the XC40 makes a fine premium SUV buy. There are alternatives with keener handling and better infotainment systems, but the XC40’s bold looks, brilliant comfort and great space and practicality mean it should be at the top of your list of test drives.

See how much you could save on a new Volvo XC40 at carwow

Volvo XC40 rivals

BMW X2
Price £30,040 — £38,380 but save £2,891 on average at carwow

Audi Q2
Price £21,665 — £37,235 but save £2,061 on average at carwow

Or take a look at this…

Skoda Karoq
Price £22,605 — £32,475 but save £1,924 on average at carwow

The post 2018 Volvo XC40 review (video) appeared first on Driving.co.uk from The Sunday Times.

Indeed, Ferrari’s flagship 812 Superfast – reviewed here by Jeremy Clarkson – had somewhat stolen Aston Martin’s limelight – and kept engineers at the British sports car maker awake at night. Now comes the British firm’s response; the Aston Martin DBS Superleggera, which aims to take on Ferrari’s 753bhp model and become the ultimate Super GT.

At a Pizza Express, ‘leggera’ means less pizza and more salad. This is clearly a bad thing. Sat in an Aston Martin, however, it means less weight, which together with the DBS’s 715bhp is a very good thing indeed. OK, so its full ‘super lightweight’ moniker might be stretching things a little, given the DBS has a kerbweight of around 1800kg. Or more than a Jaguar F-Pace SUV. But it’s a saving of some 70kg over the standard V12 DB11 on which its based, which in turn means better pub ammo: you’ll howl to 62mph in just 3.4 seconds and, with enough of a straight at a race track, carry on to 211mph.

Forget about the modest weight loss, though. The DBS is a very different car from the standard DB11. It has a wider rear track, gets broader, bespoke Pirelli P Zero tyres, sits lower to the road surface, has revised bodywork that generates 180kg of downforce at maximum speed and gets an even more raucous exhaust system.  Aston has also fitted an upgraded gearbox to handle the extra torque of the V12 engine, changed the rear differential for keener handling and fine-tuned the ESP stability system to help the driver get the most out of the DBS Superleggera’s performance. Which is why it also costs quite a bit more, at £225,000.

So it’s perhaps a little disappointing that there are areas inside where the DBS feels lacklustre. Sure, space for two is good and its fundamental driving position, seat and wheel adjustment are all commendable, but its cheap-feeling air vents and questionable build quality in places is disappointing at this price. Putting up with Mercedes’ old infotainment system for that money is also jarring, while boot space is average at best.

But that is forgotten when the attention turns to driving. The DBS’s uprated turbocharged V12 is simply staggering in the way it drives the car forward from low revs and on towards its limiter, while the exhaust note that goes with it is nothing short of extraordinary. The lighter, slightly more powerful Ferrari 812 is quicker in a sprint from a standstill, yes, but the Aston’s muscle makes it the quicker car when accelerating on the move.

The DBS’s turbocharged V12 is simply staggering in the way it pulls itself from of low revs and on towards its limiter

And the DBS handles noticeably better than a DB11, too. That weight saving, wider track, and more aggressive diff all help the DBS turn in to bends more willingly and generally feel lighter on its feet, although our largely soaking wet, mountainous test route was no place to be switching off the DBS’s electronic safety nets and go exploring its limits.

Does it handle better than a Ferrari 812 Superfast? Only a back-to-back track drive would shed light on that, but the naturally-aspirated Ferrari’s keener throttle response, lower kerbweight and quicker steering do at least make it feel like it changes direction with slightly more verve.

But these are Super GTs, cars that need to get you to the South of France in comfort before you thrash around the Paul Ricard race track before retiring for the evening to Monaco. Here, the Aston is the better bet; it’s quieter at high speeds, has the more supple suspension in its GT driving mode and the slicker gearbox around town. Its sumptuous leather-clad interior feels the more special place to sit, too

Responsive, monumentally quick and brilliantly raucous, yet comfortable and refined when you want it to be, the DBS Superlegerra is one of the most complete cars Aston Martin has yet produced.

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Aston Martin DBS Superleggera rivals

Ferrari 812 Superfast

Price £253,000

Lamborghini Aventador S

Price £271,146

Or try…Bentley Continental GT

Price £156,700 (you can read carwow’s review of the Bentley Continental GT here)

The post 2018 Aston Martin DBS Superleggera review (video) appeared first on Driving.co.uk from The Sunday Times.