You can read the article over at: http://northernlifemagazine.co.uk/alfa-romeo-stelvio-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

You’d never know they hadn’t done this before

There seems to be an SUV for everybody these days; from the jacked-up superminis to supercars on stilts. Even Alfa Romeo has decided to give it a go. The result is its first SUV – the Stelvio – though looking at it you’d never know they hadn’t done this before; it is stunning. Not to mention that the one you see here is the Stelvio Quadrifoglio or, to put it simply, the fast one.

Alfa Romeo has taken SUV styling to a whole new level; taking a traditionally bulky bodystyle and turning it into something sleek and almost dainty. The Stelvio is based loosely on Alfa Romeo’s Giulia saloon, and at the front you can see the resemblance. The triangular grille and offset front number plate are typical Alfa Romeo styling cues, whilst the gaping vents and quad exhaust pipes hint at the performance on offer.

And some performance it is too. Under the vented bonnet lies the same 2.9-litre BiTurbo V6 petrol engine found in the Giulia Quadrifoglio, which produces a mighty 510PS and 600Nm of torque. Word on the street is that this engine is a Ferrari V8 minus two cylinders, but this has never been confirmed (or denied).

Despite having the same power as the Giulia saloon, the Stelvio has one key difference: four-wheel drive. That’s better for putting the power down and, as a result, the Stelvio is 0.1 seconds quicker from 0-62mph; taking just 3.8 seconds. Top speed is 176mph.

That’s fast by any standards; SUV or otherwise. But it’s the way the V6 delivers its power that truly takes your breath away. It instantaneously responds to throttle input at any revs, but truly explodes over the last 1,500 or so to the red line. You have to be quick on the gear shift paddles to catch it before the limiter hits, that’s for sure.

The Stelvio uses Alfa Romeo’s DNA drive mode system; the letters standing for Dynamic, Natural and Advanced-efficiency respectively. For the Quadrifoglio models you also get a Race mode, and it’s here where the car comes to life. Valves in the exhaust open, allowing that V6 to bark as ferociously as it bites. The steering is sharp and nicely weighted, and the gear changes forgo smoothness in favour of minutely-quicker changes, each one accompanied by a satisfying crackle from the tailpipes.

Performing in a non-SUV manner is one thing, but even more impressive is the Stelvio’s ability to handle the same way. Yes, it rides higher than a Giulia saloon, but don’t think this is a jacked-up vehicle designed to take on a mountain pass: you still feel reasonably low down from the driving seat.

All the fun of a rear-wheel drive car with the ability to maintain hero status

And whilst the Stelvio Quadrifoglio has four-wheel drive, it is rear-biased. That means that in Race mode – when the ESC is set to ‘off’ – the Stelvio never feels like am SUV. Push hard and the rear will playfully step out. Don’t be alarmed though, because only a small amount of opposite lock is required before the Q4 system shoves some more torque to the front axle and the car sorts itself out. So you get all the fun of a rear-wheel drive car but with the ability to maintain hero status by always ending up pointing in the right direction.

But before you head off to an Alfa Romeo dealership to order one, let me explain the flaws of the Stelvio Quadrifoglio and, unfortunately, there are a few. One of the most significant is the interior quality. The engine may be straight out of Maranello, but some of the interior trim most certainly is not. The odd bit of alcantara and carbon fibre dotted around the cabin does little to detract from the flimsy switchgear and dodgy plastics. The worst culprit is the infotainment control; something you use on every journey.

The other main, and somewhat-related issue is price. There are some quite expensive options available, such as the £2,500 Competizione Red paintwork – worth it – and the £5,900 carbon, ceramic brakes – not worth it, on the road at least. The price of this car, as tested, is a whopping £85,250.

There are other cars in this price range that offer similar performance and, crucially, are much more well-balanced. In truth, the rivals are probably not as engaging to drive, nor as fun, when on a track. But most of us would never take our £85k pride-and-joy onto a circuit. On the road, with clunky differentials and carbon ceramic brakes which are hard to modulate, the Alfa Romeo isn’t refined enough to justify its price.

But what that ultimately means is that the Stelvio Quadrifoglio is a true Alfa Romeo. It is a car you buy not because it is the best, or the nicest to live with, but because it oozes beauty and has the charisma to put a smile on your face. For that, I applaud it.

The post NORTHERN LIFE MAGAZINE – Alfa Romeo Stelvio Quadrifoglio appeared first on Simply Motor.

You can read the article over at: http://northernlifemagazine.co.uk/jaguar-f-pace-svr-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

Having spent the last nine years testing and reviewing cars, I’ve been fortunate enough to get behind the wheel of some very tasty motors. And whilst I’m very grateful for each and every time a manufacturer sends me a shiny new car to test, there are very few that I’ve actually wanted to own. That’s what makes the Jaguar F-Pace SVR so special. It may not be the fastest performance SUV, nor is it the loudest. And yet, faced with the choice of buying any one car I wanted, it would be the Jag. Let me tell you why.

There is a lot to love about the way the F-Pace looks. It is rounded and curvaceous in a way that disguises its size; making it seem sleeker and more slender than Range Rover models. SVR styling is far from subtle: broader arches, gaping air intakes, air channels built into the front wings, side skirts and rear bumper, four not-so-small exhaust pipes and a prominent roof spoiler. My test car had optional 22-inch gloss black alloys (£1,320) that were a wonderful contrast to the Firenze Red Paint. Privacy glass (£415) completes the exterior look.
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The red and black colour scheme continued inside, which makes for a vibrant alternative to a ‘safe’ all-black cabin. The beautiful, sculpted front seats may look unforgiving, but the electric adjustment allows you to loosen or tighten the bolsters to suit. Quilted leather is opulent, and it’s a nice touch that the outer rear seats look as sporty as the front ones. A widescreen infotainment system and digital instrument cluster give a clean and high-tech appearance, whilst the suedecloth headlining is properly sporty. The cabin is especially light and airy with the optional sliding panoramic roof with electric blind (£1,600).

If you want just one reason to buy the Jaguar F-Pace SVR, you’ll find it under the bonnet”

If you want just one reason to buy the F-Pace SVR, you’ll find it under the bonnet. There’s no small-capacity eco-warrior engine for the SVR. Jaguar sticks to what it knows best; a supercharged V8 petrol engine. At a sizeable 5.0-litres in capacity, and with power and torque output of 550PS and 680Nm respectively, it is enough to propel this two-tonne SUV from 0-62mph in 4.3 seconds and on to a top speed of 176mph.

But it’s the thunderous soundtrack that really elevates the driving experience in the F-Pace SVR. It has the subtlety of a sledgehammer at the best of times, but for extra enjoyment you can push a button on the centre console which opens flaps in the exhausts. This brings the SVR to life: deeper low-rev rumble, snarlier mid-range bark and a cacophony of pops and bangs on overrun. I guarantee you that no matter how bad your mood, five minutes in the F-Pace SVR will put a great big smile on your face.

The Alfa Romeo Stelvio Quadrifoglio is also great at blasting around like a lunatic. But it falls far short of the F-Pace SVR when it comes to refinement. In ‘Comfort’ mode the F-Pace is a quiet, civilised cruiser. In other words, it’s a Jaguar. Don’t be fooled by the existence of an ‘Eco’ mode either; combined fuel consumption of 22.7mpg is going to make you a regular at the local petrol station. But you don’t buy a 5.0 Supercharged V8 to complain about economy, so I doubt that will put any prospective customers off.

No matter how bad your mood, five minutes in the F-Pace will put a great big smile on your face!

And if you can stomach the fuel bills you’ll have yourself a tremendous family car. The cabin is spacious, and can easily accommodate five adults, although the one in the rear middle seat will feel like they got the short straw. The boot is a very useable 650 litres, expanding to 1,731 litres with the rear seats folded. And unlike some other performance SUV’s – yes, Alfa Romeo, I’m talking about you – the F-Pace SVR is still rated for towing: an impressive 2,400kg braked and 750kg unbraked.

When it comes to equipment, Jaguar has been very generous for the SVR trim level. Standard kit includes electrically-adjustable front seats with memory function, heated and cooled front seats, heated outer rear seats, heated steering wheel, keyless entry and go, satellite navigation, auto lights and wipers, cruise control with speed limiter and dual-zone climate control. For £3,100 you can add a Driver Assistance Pack; comprising Blind Spot Assist, High-Speed Emergency Braking, Adaptive Cruise Control with Steering Assist, 360-degree Surround Camera, Park Assist, 360-degree Parking Aid and Rear Traffic Monitor.

The base price of a Jaguar F-Pace SVR is a very reasonable £75,375. The price of my test car, including a few optional extras, was £83,750. This car has a lot in common with the Range Rover Sport SVR; a car which starts from £101,850. The Jaguar is lighter, and therefore faster than the Range Rover Sport. I think it is better looking too. Add in the rarity factor – there are fewer of them on the road – and the F-Pace SVR looks like an absolute bargain. That’s why it’s currently sitting top of my dream car wish list. And it will take some beating.

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You can read the article over at: http://northernlifemagazine.co.uk/volvo-xc90-r-design-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

The XC90 has been a hugely successful car for Volvo, sitting proudly as a flagship to its model line-up since it was launched in 2002.

The second generation XC90, launched in 2015, was the first of the current-generation Volvos we’ve grown to love: sleek, stylish and appealing to a younger demographic for the first time, well, ever. And with good reason, too: a fresh new family of smaller-capacity, four-cylinder engines and some innovative safety technology.

The model you see here is an R Design, which means a sporty body kit, 20-inch alloy wheels and gloss black detailing. Finished in optional Bursting Blue metallic my test car stood out for all the right reasons.

The engine here is a 2.0-litre, four cylinder mild-hybrid diesel. It has 235PS, 480Nm and a 48-Volt battery to provide assistance and save fuel. Power goes to all four wheels via an 8-speed automatic gearbox. 0-62mph takes 7.6 seconds, which is a little way behind the Mercedes GLE with its more powerful, six-cylinder engine.

My test car had the standard suspension setup, and behaved surprisingly well on the road: comfortable on the motorway and yet reasonably composed on a twisty, undulating A-road. It makes you wonder whether the optional four corner adaptive suspension is worth the £2,150 it costs.

The Volvo XC90 has simple elegance

The interior design may be five years old, but it remains one of the nicest, most well-appointed cabins of any car currently on sale. It may not have the glitz and glamour of the GLE when it comes to colour-changing ambient lighting, but the XC90 has simple elegance.

There’s high-quality leather throughout – from the dashboard to the door cards – and metal inlays/finishers provide contrast in both colour and texture. The portrait oriented touchscreen is simple and easy to use, even if not the most sophisticated system out there. And the digital instrument cluster is a traditional design, with limited customisation options.

The XC90 is a vastly practical car. I may only be 5ft 7in tall, but I could sit in the third row seats, with sufficient head and leg room as to not be squashed. There’s plenty of boot space even with all seven seats in use. And it’s always comforting to know that a Volvo is a car that will keep your family safe.

The XC90 R-Design with the B5 diesel engine costs from £56,935. With a few options selected my test car was £64,585. It may not have a big engine like the GLE, but the XC90 remains one of the strongest all-rounders in this segment.

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You can read the article over at: http://northernlifemagazine.co.uk/mercedes-gle-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

There is no escaping the fact that we in the UK love an SUV. And we love all sizes of SUVs; from the small superminis on stilts, to the biggest, most ostentatious luxury vehicles. That’s why the current Mercedes-Benz SUV line-up has everything from the GLA to the GLS, and everything in between.

The car you see here is the new Mercedes GLE which, although only the second car to carry this name, can actually trace its roots right back to the ML in 1997.

One key aspect of a premium SUV is a refined drive. The GLE uses Mercedes’ latest family of engines which means that there are some big, powerful units on offer. I tested the 400d which is a 3.0-litre, straight-six diesel boasting 330PS and 700Nm of torque.

Anybody who says that diesel engines are dead needs to take a drive in the GLE 400d to see how wrong they are. No four-cylinder alternative can offer this level of power and refinement: enough to propel the GLE from 0-62mph in 5.8 seconds, with a mellifluous howl of a soundtrack.

The exterior styling uses sleek curves to soften a large, bulky frame. Signature LED daytime running lights and a prominent grille make for an imposing front end.

The GLE’s cabin is a technological masterpiece

But that’s nothing compared to the interior. The GLE’s cabin is a technological masterpiece. It uses Mercedes’ latest-generation MBUX infotainment system, with two 12.3-inch displays stretching over half the dashboard. There’s even a 64-colour LED ambient lighting system, with animated colour-changing sequences.

But there is so much tech crammed into the GLE that mastering all the menus and functions takes time, and it can seem a daunting prospect at first.

Unlike the previous GLE, this new one can be specified with seven seats. But the third row doesn’t have the head or leg room to be suitable for adults and, with all seven seats in place, remaining boot space is limited.

If you don’t need the third row, then you have ample luggage space. And there is copious amounts of legroom for the middle row; even 6-foot-plus adults will be able to kick back and relax. And that’s easy to do on a long drive: selectable drive modes and air suspension means that ‘comfort’ mode is precisely that.

The on-the-road price for a GLE 400d AMG Line Premium Plus is £72,435. Big money, for sure. But then the GLE stands by big, powerful engines to give a premium driving experience. And it offers big specification with lots of gadgetry. It certainly makes a good case for itself.

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You can read the article over at: http://northernlifemagazine.co.uk/bentley-continental-gt-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

When presented with the chance to drive the new Bentley Continental GT, I calmly accepted and pencilled some dates into the diary. Inside, however, I was fist-pumping the air with excitement; for Bentley is a brand I truly admire, and have done so for many years.

Bentley Motors has actually been owned by the Volkswagen Group since 1998, but you’d never know. To the credit of the German owners, there remains an overwhelming sense of Britishness about the brand. And there should be too, with the majority of cars hand-assembled at the company’s factory in Crewe.

There is not a squeak or rattle to be heard, which is remarkable for a hand-assembled car

Bentley Motors limited was founded by W. O. Bentley in 1919. He wanted cars that were the final word in luxury, but with equally impressive performance. Which is why Bentley won the 24 Hours of Le Mans five times between 1924 and 1930; an incredible feat considering the age of the company at that time.

At the time of writing we’re still in 2019 (just) and it’s been a very special year for Bentley: the company’s centenary. Every car built in 2019 has special centenary features, including special treadplates and special ‘Centenary Gold’ badges.

So on to the car I find myself behind the wheel of: a Continental GT. For me this car epitomises the Bentley pedigree; a perfect blend of luxury and speed. And this isn’t the ‘poxy’ 4.0-litre V8 either; I’ve got the 6.0-litre twin-turbo W12 under the bonnet.

‘W’ may be an unusual engine formation – think of it at two 3.0-litre V6s joined together – but it’s perfect in this car. It’s a blissfully smooth engine; to the point that you barely know its running half the time. And yet it’s also a ballistic missile: with 635PS and a truly colossal 900Nm of torque. That’s enough to launch this car – which weighs 2,244kg incidentally – from 0-62mph in 3.7 seconds and on to a top speed of 207mph.

A very clever four-wheel drive system puts the power down. It provides extra grip when the weather is against you, sending up to 38% of torque to the front axle. In ‘Sport’ mode, a maximum of 17% of torque is sent to the front axle, meaning the car feels rear-wheel drive; perfect for those looking for that ‘authentic’ sports car feel. Sport mode also opens up valves in the exhausts to create a more playful soundtrack, complete with raucous rasps and bassy burbles.

There are also ‘Comfort’ and ‘Bentley’ drive modes, and it’s the latter which I found myself in most of the time. It was the perfect compromise between a supple, forgiving ride and a willingness to fire you toward the horizon at short notice. Gear changes on the 8-speed dual-clutch gearbox are smooth in Bentley mode, yet it’s also not afraid to drop a cog or two to aid acceleration. Rich sporting pedigree aside, there is no escape from engine emission regulations. In addition to the usual start/stop technology the Continental GT features cylinder deactivation; which shuts down six cylinders under light engine load. Combined fuel consumption is 20.8mpg on the combined cycle, but this can be beaten on a long, leisurely cruise.

And long, leisurely cruising is where the Continental GT shines. Few cars can match the Bentley for comfort and driving pleasure over long distances. This is a car you would happily drive down to Monaco, not to mention how well you’d fit in when you arrived.

The interior on the Continental GT is a masterpiece; oozing luxury and built to the highest standards. There is not a squeak or rattle to be heard, which is remarkable for a handassembled car. There’s an unmistakable smell of leather as you clamber on board, which is hardly surprising given the extensive use throughout the cabin. Everything from the dashboard to the roof lining is finished in the highest-quality hide. Aluminium is also used liberally in the switchgear, which gives a solid and robust feel. The pièce de résistance is the optional rotating display – press a button and the multimedia screen spins round to reveal a set of crystal dials. Showmanship at its finest.

The Continental GT is a 2+2, which means you have two sumptuous sports seats up front, with room for two kids behind. That being said, the rear seats were more spacious than you’d expect. I could fit back there in modest comfort. Head room is fine once you sink into the rear seat, but the leg room is where the space is lacking. But simply having two rear seats puts the Bentley at an advantage over two-seater sports cars.

It’s a testament to the strength of the Bentley Brand how wide the appeal is for the Continental GT. Other than Range Rover, I can think of no other marques which appeal to the younger generation – sports professionals, ‘influencers’ and the like – while being equally desirable by company CEOs and even right up to members of the aristocracy.

But ultimately, a price tag of almost £160,000 – before you get to options – puts this out of reach for many people in society, myself included. But if I was in a position to buy one, would I? Yes, in a heartbeat. It’s tremendous.

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You can read the article over at: http://northernlifemagazine.co.uk/test-drive-mclaren-720s-best-of-british-supercar/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

A supercar is, by definition, three things: unnecessarily fast, achingly beautiful and unattainably expensive. That’s why for most of us, they are cars we admire but never really strive to own.

The Italians are well-known for supercars – Ferrari and Lamborghini spring immediately to mind – but let’s not forget McLaren. This once-small company from Woking gave us the F1, a car which held the title of world’s fastest production car from 1993 until 2005.

Since then McLaren has grown significantly. It has a fuller line-up – split into Sports, Super and Ultimate series – and the company now produces 20 hand-built cars every day.

The car you see here is the 720S; one of the latest models in its Super series. And let me assure you, ‘super’ doesn’t even begin to do this car justice.

Number one on the supercar checklist is speed, and the 720S has this in abundance. Its 4.0-litre, mid-mounted longitudinal V8 has two turbochargers, resulting in a power output of 720PS and 770Nm of torque.

Every vent, every curve, every channel is there to carve the cleanest possible path through the air

Acceleration is, understandably, brutal. 0-62mph takes 2.9 seconds. 124mph comes up in 7.8 seconds. 186mph is upon you in 21.4 seconds. And the top speed is a supercar-worthy 212mph. Next on the list is looks. The design philosophy at McLaren is simple: “everything for a reason”. That means every vent, every curve, every channel is there to carve the cleanest possible path through the air.

Dihedral doors – a McLaren signature – are a styling masterpiece. A 720S with its doors open is about as pin-up worthy as car photographs get.

Last on the list is a hefty price tag, and the 720S does not disappoint, with a starting price of an eye-watering £225,000. Options on my test car added a further £60,000 and brought the price up to a full eyebrow-raising £285,000. Many of the options are carbon fibre oriented, with everything from the headlight surrounds to the steering wheel available in the lightweight – and expensive – material.

Another connotation of the supercar is lack of practicality, but that’s not the case with the 720S. An incredibly strong carbon fibre mono-cage allows for larger windows and thinner pillars, so visibility is surprisingly good. It’s also easy to get in and out of, and options such as a 360-degree camera and nose lift make it easy to live with.

With the 720S McLaren has made a supercar you actually want to own, which is commendable. Better get saving…

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You can read the article over at: http://northernlifemagazine.co.uk/range-rover-velar-review/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

It wasn’t all that long ago that Land Rover had only the Defender, the Freelander, the Discovery and the Range Rover in its model line-up. But in recent years this offering has grown exponentially.

Before long we had the Discovery Sport, the Evoque, the Evoque Convertible (no, I don’t know why either, but thankfully that’s gone now), the Range Rover Sport and the Range Rover; including a long wheelbase option. A new Defender will soon join the ranks, and a new Evoque already has, but the latest expansion to the line-up is the Range Rover Velar.

It’s hard to see the gap in the market Land Rover envisaged when slotting the Velar in between the Evoque and the Range Rover Sport, but I’m glad that they did. Because this is, unquestionably, the best looking Land Rover to date.

The Velar actually looks like a concept car, and that’s about the highest praise the styling of a car can receive

The exterior lines are sleek and flow effortlessly. Adding to this are the door handles which retract when not needed. A stroke of genius that gives an immaculate side profile. The proportions are spot on, with a slim window line that tapers gradually from front to back. The Velar actually looks like a concept car, and that’s about the highest praise the styling of a car can receive.

The cabin is equally magnificent; high-end materials, stylishly laid-out. You’ll notice the rather nice Union Jack pattern on the seats and speakers. It’s a justified inclusion too: JLR may be owned by Indian company Tata Motors, but the Velar is built exclusively in the West Midlands, at JLR’s Solihull plant.

At the centre of the cabin is a new dual-touchscreen system. The top screen is home to media, navigation and telephone systems. Climate controls, seat controls and vehicle drive modes can be found on the bottom screen.

Higher-spec models also feature a 12.3-inch digital instrument cluster which can be customised to show dials, a map, media information, trip information, or a combination of the above. And the steering wheel buttons are capacitive, even changing their appearance depending on the function required. So unusually for a car loaded with tech, the Range Rover Velar has very few physical buttons.

The engine availability in the Velar is comprehensive to say the least: ranging from a 2.0-litre four-cylinder diesel D180 with 180PS up to a ripsnorting 5.0-litre supercharged V8 with 550PS, with a host of petrol and diesel options in between.

In-gear acceleration is mind-boggling, and overtaking on the motorway is effortless

My test car was a D300: a 3.0-litre V6 diesel offering 300PS and whopping 700Nm of torque. Shove your right foot into the carpet and this sizeable car will sprint from 0-62mph in 6.7 seconds. But it’s the mountain of torque that makes this particular Velar so quick. In-gear acceleration is mind-boggling, and overtaking on the motorway is effortless. In fact, you soon forget this is a 2-tonne SUV…

Until you need to stamp on the brakes with force. All of a sudden, you feel like the Titanic heading towards the iceberg; waiting, hoping that this leviathan will come to a stop. Frankly with such a powerful engine the Velar needs more powerful brakes. That’s my first of three niggles.

The second is that on 21-inch alloy wheels the ride isn’t particularly fitting of a Range Rover. Yes they look great on the outside, but they also seek out every lump and bump, sending them directly to the base of your spine. Even the brilliant air suspension can’t prevent this. In ‘Comfort’ mode, it’s noticeable but bearable. In ‘Dynamic’ mode it’s downright unpleasant.

I haven’t driven a Velar with smaller wheels, but I have to think it would be better. You can have alloys as small as 18’s, but they look rubbish. 20’s would probably be the best bet.

When it comes to practicality, the Velar is more than capable enough to hold its own. Boot space is 513 litres with the rear seats up, and 1,250 litres with them down. Cabin space is equally substantial. If you stick to using the outer rear seats only, and make use of the centre armrest, travelling in the back is properly luxurious. There’s even a button to electrically recline the backrests.

The final section of this review brings my final niggle with the Range Rover Velar: price. With such a broad range of engines and trims, comes a broad price range: from £45,260 for a basic D180, to £86,685 for the rangetopping 5.0-litre SV Autobiography Dynamic Edition. The D300 RDynamic HSE tested here starts at £68,280. Throw in Firenze Red paint, optional wheels, a panoramic roof and a few other extras, and my test car will set you back £71,830.

There’s no escaping the reality that the Range Rover Velar is expensive. Yet somehow it doesn’t matter. Its jaw-dropping style pulls you in. Its masterpiece of a cabin keeps you interested, and a choice of brilliant engines seals the deal. Ultimately the heart wants what the heart wants, even if that means £70,000.

The post NORTHERN LIFE MAGAZINE – Range Rover Velar appeared first on Simply Motor.

You can read the article over at: http://northernlifemagazine.co.uk/test-driving-the-skoda-superb-sportline-plus-estate/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

You may or may not be familiar with the term ‘sleeper’. It refers to car that looks relatively unassuming. It goes about its business quietly, and doesn’t sing and shout from rooftops. But deep within it hides a secret. More often than not this is a powerful engine, resulting in unexpected performance capabilities.

One of the best cars I’ve ever tested

For the most part sleeper cars are built by enthusiasts in their sheds. But not this one. I have found the ultimate example and, fittingly, it comes from an unexpected source: Skoda. This is the Superb SportLine Plus Estate. And it’s one of the best cars I’ve ever tested.

In many ways, the Skoda doesn’t look that unassuming. The SportLine Plus looks rather sporty. It has black mirrors, window surrounds and roof rails. Two-tone 19-inch alloy wheels boost kerb appeal, and there is a subtle roof spoiler and twin exhausts at the back.

It’s an even better offering inside. The front seats are heavily bolstered and finished in leather and alcantara. With a fixed headrest they have a sculpted, sporty shape. There’s a perforated leather flat-bottomed steering wheel, more alcantara on the door cards and some faux carbon fibre finisher. Best of all it feels high quality and well put together.

LED ambient lighting features on the dashboard and door cards. You can adjust the colour and brightness to suit your mood. There is now the option of a Virtual Cockpit. Although not fitted to our test car, this is a must-have option. It lifts the cabin aesthetics significantly, and is a neat feature to show off down the pub.

So why is the Superb SportLine Plus the pinnacle of sleeper cars? Well despite looking nice, the word ‘Line’ in a model designation usually means a style-over-substance offering. A ‘looks great but has a 1.0-litre engine’ type car. So if I proceeded to tell you this Skoda has a 2.0-litre diesel with 150PS, you wouldn’t be in the least bit surprised.

And it can have. Or there’s a 1.5 litre TSI petrol with 150PS. But the car you see in these pictures has neither. It actually has the same 2.0 litre turbocharged petrol engine found in the Volkswagen Golf R. It’s slightly de-tuned – for emissions and economy reasons – so it puts out 272PS and 350Nm of torque.

With a seven-speed DSG gearbox and four-wheel drive, this enormous estate car can put every last ounce of power to good use. Use the launch control feature (as it’s all too tempting to do) and the Superb takes off like a scalded cat. 0-62mph takes just 5.6 seconds and the top speed is a limited 155mph. That acceleration figure is reasonably cautious too: we timed it closer to 5 seconds with just the driver on board.

It’s not just quick in a straight line too. Steering is nicely weighted and direct. For a big car the Superb feels surprisingly agile; darting to corners and hunting the apex. The 4×4 system works brilliantly. It never seems to break traction, even under full acceleration on damp and greasy roads.

Our test car had Dynamic Chassis Control (DCC) fitted at a cost of £760. This works in conjunction with the selectable drive modes. In ‘comfort’ setting the damping is softer and more forgiving, making the Superb a perfect companion for a long motorway slog. In ‘dynamic’ mode the damping firms up to better control body roll and improve cornering. You can really tell the difference; the Skoda never feels like a compromised setup.

It may only be a 2.0-litre engine but this is a sizeable car with blistering performance

The only thing that does feel compromised is the rather drab soundtrack. Strangely the engine sounds a little harsh at higher revs, and there is no anti-social exhaust dishing out pops and bangs. Now I get that subtlety is the name of the game for the Superb, but with the different drive modes there could have been a loud button.

Perhaps the most compromised aspect of the Superb SportLine Plus, with this engine at least, comes with economy. It may only be a 2.0-litre engine but this is a sizeable car with blistering performance. As such the combined fuel consumption is quoted as 30.1mpg under WLTP testing. That’s a realisticallyachievable figure for the most part. Over-exuberance with the accelerator will understandably dent the figures into the mid-to-high 20s.

Importantly though, this highperformance Superb costs under £40,000, subject to how many options are chosen. So there is no VED surcharge to pay. After the £530 payable when the car is registered, its £145 a year. That could be significant if you’re also considering cars like the Audi A6 or Mercedes-Benz E-Class; both of which will be difficult to keep under £40k.

And then we come to the Skoda Superb’s party piece: spaciousness. This is a car that doesn’t shy away from its vastness, opting instead to embrace it and all the advantages it brings. The boot is enormous – 660 litres with the rear seats up and a whopping 1,950 litres when you fold them down. Cabin space is equally generous. There’s plenty of headroom throughout, and the copious rear leg room has to be seen to be believed. You even get an umbrella hidden in each of the front doors!

The SportLine comes well equipped, with privacy glass, LED interior lighting, electricallyadjustable driver’s seat with memory, 8-inch touchscreen with navigation and keyless entry and go as standard. The SportLine ‘Plus’ adds heated front seats, an electric tailgate, blind spot monitoring, a 9.2-inch touchscreen and progressive dynamic steering.

The Superb SportLine Plus Estate 2.0 TSI 272 4×4 DSG has a starting price of £37,460 There aren’t many options required on it. Virtual Cockpit adds £450. DCC is £760. Other than that it’s about the creature comforts you’d like – heated steering wheel, heated rear seats and the like.

The Skoda Superb SportLine Plus Estate is an immensely practical family car, with a hidden dose of electrifying performance guaranteed to make you smile. And remember: next time you pull up at the lights next to a Superb, beware…

The post NORTHERN LIFE MAGAZINE – Skoda Superb SportLine Plus Estate appeared first on Simply Motor.

You can read the article over at: http://northernlifemagazine.co.uk/ford-focus-st-line-x/. If you enjoyed this article, then you will probably love a subscription to Northern Life Magazine!

There is immense pressure on car manufacturers when they replace one of their models. They must strike a balance between making changes – hopefully improvements – while maintaining the character and charm of that particular model. Now add in to the mix, the fact that the model you are replacing is one of Britain’s best-selling car, and you can start to appreciate the effort that has gone into the all-new Ford Focus.

It’s only fair, then, that we sit and admire Ford’s handiwork for a moment. This is one of Ford’s more drastic re-stylings, but it has worked a treat. The overall body shape is sleeker than the outgoing car, with softer, smoother lines.

But this is the ST Line X model. It is the sportiest-looking model, barring the Focus ST which will join the range later this year. And the ST Line X adds sharp, aggressive features. I mean, just look at those front fog light surrounds. The ventilation holes in them are real, too!

This is one of Ford’s more drastic re-stylings, but it has worked a treat.

The ST Line X body kit is a cracking addition to the new Focus. It gives a broader, more muscular feel to the car. 18-inch alloy wheels fill the arches nicely, and a twin exhaust pipe and large rear spoiler finish off the rear end. Finished in Desert Island Blue, this Focus is a real head-turner. When you catch the car’s reflection in a shop window you can’t help but appreciate it.

And it’s because I spent so long looking at it that I noticed the rear door line is remarkably similar to a BMW 1 Series. Fitting really, because this new Focus is gunning for the likes of the BMW 1 Series, VW Golf and Mercedes-Benz A-Class.

The step up to be a serious contender amongst premium brands is most evident when you take a seat inside. The cabin is a much-needed improvement in terms of both quality and design. The plastics are soft-touch, and the leather is of good quality. The dashboard is slim, which creates a more spacious feel in the front.

Gone is the cumbersome multimedia screen surround, replaced by a much thinner touchscreen ‘perched’ on top of the dashboard. This is a popular trend at the moment, and whilst not everyone may be a fan, there’s no denying it looks pretty sleek. Also sleek is the gear selector for the automatic gearbox: it’s a twist dial. This not only frees up space around the centre console, but impresses passengers too.

There are four engines available in the new Focus ST Line X: 1.0 and 1.5 EcoBoost petrol engines with 125PS and 182PS respectively, and 1.5 and 2.0 EcoBlue diesel engines with 120PS and 150PS respectively. All are available with a choice of 6-speed manual or 8-speed automatic gearboxes.

Our test car had the 1.5 diesel, with an 8-speed auto. The performance figures don’t exactly make for exciting reading: 0-62mph in 10.2 seconds and a top speed of 120mph. If you want your Focus ST Line X to go anything like the way it looks, then the 1.5 EcoBoost will be the obvious choice: 0-62mph in 8.3 seconds and a top speed of 138mph.

But then again, it’s not all about speed. Some people will choose the ST Line X because it looks tremendous, but the 120PS diesel engine will be plenty. And, when mated to the 8-speed automatic gearbox, it is delightfully smooth. Gear changes are seamless, and there are plenty of ratios to make the most of the limited power available.

On the motorway the 8-speed auto brings further benefit; keeping the revs to a minimum. Coupled to a hefty amount of noise insulation the Focus is incredibly quiet. You can barely hear the diesel rattle from up front, and can converse with fellow passengers at 70mph without raising your voice at all.

Which brings us nicely on to practicality. Open the boot and you’ll find a spacious boot. It looks a little smaller than the previous car, but its 273-litre capacity is only 4-litres less than before. The noticeable downsizing comes with the boot width: you might struggle to get a set of golf clubs in it.

For passengers, cabin space is more generous than ever before, particularly for rear-seat passengers. There is an abundance of leg room. That being said, the seat base is a little low, and lacks the leg support offered in the front seats.

The new Ford Focus is the most technologically-advanced to date. Standard specification of the ST Line X model includes, amongst other things: front and rear parking sensors, power-adjust driver’s seat, heated front seats, dual-zone climate control, keyless start, 8-inch touchscreen and cruise control with speed limiter.

There are also a host of impressive gadgets available as optional extras. With the Driver Assistance Pack you get adaptive cruise control and lane centring assist. The former maintains a gap with the car in front, slowing you down from your set speed if necessary. Lane centring assist operates the steering to keep you in your lane. Together, they make the Ford Focus somewhat autonomous on the motorway.

Other available options include opening panoramic roof, B&O premium sound system, heated steering wheel, active park assist (self-parking), an adaptive damping system and keyless entry.
All the improvements to the new Ford Focus have, inevitably, had an impact on price. The base price of the Focus ST Line X 1.5 EcoBlue with 8-speed automatic is a whopping £26,800. Yikes! What’s more, the test car sent to me included a further £5,000 of optional extras.

Good job then that this new Focus has the substance to back up its style. It has the refinement and quality to go head to head with the likes of the Mercedes-Benz A-Class and BMW 1 Series.

The post NORTHERN LIFE MAGAZINE – Ford Focus ST Line X appeared first on Simply Motor.

For my first review this month I grabbed a Ford Kuga ST-Line X. This is the sporty, top-of-the-range model, and it looks fantastic. My test car was finished in metallic Magnetic; a deep, sophisticated grey. With black contrasting features – including grilles, vents, alloy wheels, roof rails and window surrounds – this Kuga has serious kerb appeal.

Inside the Kuga is a bit monotone: it’s very dark. There’s no aluminium trim or anything to break this up, and some of the plastics leave a little to be desired in terms of quality.

The cabin layout is a little clunky too. The multimedia screen and its surround is cumbersome. The raised-height gear lever would work well in a manual, but for the auto such prominence is not required: you barely use it.

To drive the Kuga is reasonably refined. My test car had a 2.0-litre diesel offering 180PS and 400Nm, sent to all four wheels via a 6-speed automatic. 0-62mph takes 8.9 seconds and the top speed is 126mph. Power delivery is smooth and the gearbox, whilst not as slick as a DSG, is relatively unobtrusive.

Quoted combined fuel consumption of 54.3mpg is probably a bit ambitious, and CO2 emissions are 134g/km. It does feature start/stop technology and the Intelligent AWD sends power to the front wheels most of the time when driving normally. Prices for the ST Line X start at £29,750 with my test car (complete with a couple of options) costing £37,255.

Next, the Kia Stinger GT S came back, and thankfully the weather was kinder to me. In the glorious sunshine it was time to put it to the test.

The Stinger is a sight to behold. The front is poised, with a low stance and shouty grille. 19-inch snowflake alloys show the huge Brembo brakes with red callipers. At the back four exhausts let you know this is a serious car. My test car was finished in Ceramic Grey which looks superb, especially against dark chrome detailing.

Inside, my test car had a sumptuous, deep red leather trim. From the inside you can tell the Stinger is a Grand Tourer as opposed to a sports car. The seats are comfortable. The cabin is well insulated. The trim is plush. Well, mostly: rivals have better interior quality but the Kia is still a nice place to be.

Powering the GT S is a 3.3-litre turbocharged V6 petrol engine, which thumps out 370PS and 510Nm. It’s rear-wheel drive with a limited-slip differential and comes with an 8-speed automatic. It’s seriously quick: 0-62mph in 4.9 seconds and a top speed of 167mph.

Despite this blistering performance, there’s no shouting and waving its arms about. The lack of sporty exhaust note was an anti-climax, but Kia have done this to give the Stinger a premium GT feel. My issue is that this doesn’t match how it looks on the outside.

The rear-wheel drive setup means the Stinger is aptly named: it has quite the sting in its tail. It demands respect but, if given it, is rewarding to drive. And in the dry, sunny conditions of late it was brilliant fun to drive. Priced at £40,535 and including Kia’s standard 7-year warranty it seems excellent value for money. Throw in the rarity factor and head-turning ability and it’s tempting.

Dan

The post Motor Mouth – August 2018 appeared first on Simply Motor.

Volvo is, in my eyes, one of the most exciting car brands at present. Their new models are a refreshing blend of luxury and style. They continue to be one of the safest car brands.

Polestar, once merely a Volvo tuning arm, will soon be releasing its first production model under its own brand. Called the Polestar 1, it’s a hybrid sports coupe: offering 600PS and 1,000Nm with an electric range of 150 miles. Properly exciting stuff.

The car I want to talk about here is the Volvo V90. It’s a big, luxurious estate car. I tested the D5 AWD R-Design. It’s the ‘sporty’ one: with more aggressive body lines, 18-inch alloy wheels and sculpted body-hugging seats.

Under the bonnet was a 2.0-litre D5 diesel engine that produces 235PS and 480Nm of torque. With all-wheel drive and an 8-speed Geartronic automatic gearbox this big estate car is rather sprightly: 0-62mph takes 7.2 seconds and the top speed is 145mph. This is no hardcore racer though; it’s a quiet, comfortable cruiser with some overtaking oomph.

With the optional Active Four-C chassis the V90 can firm up and hunker down. Body roll is minimised and this sizeable car has some decent cornering prowess. And then in comfort mode it’s wonderfully soft and smooth; eating up the miles while the occupants are relaxed.

The interior design of the current range of Volvos is brilliant. Every last detail is thought out: from the aesthetics and ease of use, to the finish of the materials. There are no scratchy plastics whatsoever. For the R-Design you get soft, perforated leather to the steering wheel and gear knob. The contour sports seats are finished in leather and alcantara.

With its 2.0-litre engine the V90 is reasonably economical: 57.6mpg combined and 129g/km CO2 emissions. Road tax is £165 in the first year and £140 thereafter. However as this model starts at £46,570 (my test car was just shy of £54,000) you’re looking at the £310 VED surcharge for years 2-6.

As a rally fan (and competitor) I am often staggered at the power than can be achieved from engines these days. World rally cars, with their 1.6-litre, turbocharged engines produce 380PS. Last year that was 300bhp.

Then you have the Peugeot 308 GTi by Peugeot Sport. It has a 1.6-litre, turbocharged engine. It produces 270PS and 330Nm. That’s quite a lot, especially when you consider that this is a ‘normal’ road car. It has 12,500-mile service intervals, drinks normal petrol and doesn’t need a team of mechanics to operate it.

In truth, it’s far from ‘normal’. Whilst it may only be front-wheel drive it does have a Torsen limited-slip differential. Through its 6-speed manual gearbox 0-62mph is dealt with in 6.0 seconds and the top speed is 155mph.

Inside you get big, bucketed sports seats and dials that turn red in sports mode. The 308 has a relatively understated interior, with its small steering wheel and distinct lack of buttons: functionality revolving around the 9.7-inch touchscreen.

I wish it had a better exhaust system. You get the odd little ‘pop’ when you lift off, but it feels artificial. Even worse is the symposer system which enhances the engine note in the cabin; which is arcade-game quality engine noise.

The 308 GTi is reminiscent of the iconic 205 GTi when it comes to agility on a B-road. Because it is small and light, and has that Torsen diff, it corners with immense capability. It’s excellent fun and puts a big smile on your face.

Prices for the 308 GTi by Peugeot Sport start at £28,595. Unfortunately for the Peugeot that’s right in the firing line of the superior Hyundai i30 N.

Dan

The post Motor Mouth – July 2018 appeared first on Simply Motor.