Car guy Brian Champagne test drives the hatchbacks Nissan Versa and Mitsubishi Outlander. Brian looks at their affordability and their different features.
The Ford Mustang has been made in hard and soft top forms for half a century, so the central purpose, mechanical layout and styling direction of this iconic 'pony-car' is probably familiar to most in the car world.
There have been five design generations – some more successful than others – but the sixth Mustang version, revealed recently in static form and this week made available for road test, is very different from the rest.
Whereas Mustangs of the past have been targeted only at US buyers, this sixth-generation car is intended to be sold across the world, not only because in 50 years the model has acquired worldwide fame by being featured hundreds of stories, songs and films, but also because it is the embodiment of Alan Mulally's One Ford plan, the company's new philosophy of building class-leading products and selling them across the world.
This new Mustang may look much like the others – in that it is a modern iteration of the car that attracted 22,000 US dealer orders on its very first day on sale in 1964 – but this time it is seriously intended to generate sales in China and the UK, and practically everywhere else in between.
What is it like?
Lower and wider, for a start. Compared with some of today's cars that offer great leaps forward in construction technology, the new Mustang is a conservative all-steel unitary creation, with a front-mounted engine driving the rear wheels. It's slightly heavier than its predecessor as a result of its higher equipment spec (more airbags, better infotainment, bigger electronics package).
For the UK there will be two engines: a quad-cam, 5.0-litre V8 with 420bhp, developed at a stirring 6500rpm, plus 400lb ft of torque at 4250rpm, and a four-cylinder turbocharged 2.3-litre EcoBoost four-cylinder developing 306bhp at 5500rpm and 320lb ft at 3000rpm. The latter engine's function is to provide a version with lower emissions to make a better case for company car buyers who might like a Mustang.
Both models are very well equipped. In the UK they'll all have what Ford calls a Performance Equipment package (firmer suspension, bigger brakes, sports seats and a system of variable driving modes configurable from the dashboard). The entry-level 2.3 Ecoboost is expected to start at the bargain price of £28,500, while the V8 should cost around £33,000. Given the car's impactful styling and the fact that its equipment is so rich, both models should look like a considerable bargain.
It is clear in the first 100 yards of driving a V8 that Ford has tried harder than ever with a Mustang to deliver inspirational handling. There's a new precision built in, compared with its predecessors. The engine revs smoothly and easily to its 6500rpm redline, and its dynamism is accompanied by one of the most stirring notes this side of the Jaguar F-type.
The V8's six-speed gearbox (you can't get a V8 automatic) is especially well-matched to the engine's sporting character, having five close ratios that make the car ideal for quick acceleration (0-60mph in 4.4sec and a top speed of 155mph) plus a cruising sixth cog that lets the car roll along the highway at about 30mph/1000rpm.
The chassis' biggest new feature is a new multi-link rear suspension which contributes greatly to rear grip, traction and handling balance, introducing a new level of precision and subtle throttle-steering into fast driving.
Its major flaw is low-speed ride comfort. The car bucked and kicked uncomfortably over California's rougher concrete roads, and can be expected to do the same the UK unless extra last-minute tuning – claimed by engineers still to be possible – is carried out.
Inside, the Mustang delivers much greater level of quality and sophistication than any of its predecessors, though it retains the simplicity and ease of operation Mustang buyers have always expected. Design boss Moray Callum says there were many internal debates about how to maintain a Mustang's air of straightforwardness while increasing its quality and capability. The new design, based on two deep-set binnacles ahead of the driver, strikes the balance very well indeed.
On challenging roads the V8 is a very fast car, though it doesn't feel so at first. For all its lovely note the engine seems rather to lack the expected brute torque, but what it is really doing is replacing traditional Detroit-iron bluntness with quick-revving sophistication worthy of a much more expensive car.
The newly tuned suspension has more anti-squat and anti-dive built into its design, so the car stays planted and grip beautifully under serious provocation. On fast canyon roads, the exhaust note bouncing off the rock walls, it steers beautifully, turning in and exiting bends exactly on line. Throttle steering is a particular joy.
The four-cylinder model has most of these virtues, and goes well (0-60mph in 5.4 seconds and a top speed of 155mph) but the engine can feel coarse and boomy around 4000rpm, and suffers at times from obvious turbo lag. European Ecoboost engines tend to be better on those scores.
Should I buy one?
Yes, but make it a V8. As chief engineer Dave Pericak put it, the heart of a Mustang is its engine and the best engine offered here is the V8. Then you'll have a car that, at an expected £33,000, seems much better value than most in this performance bracket.
Ford insiders say they set out to build not just the best Mustang ever but a car whose abilities would surprise people. When you drive the latest fastback coupé, there are times you could believe you're in a Jaguar F-Type, roughly double the price. But for this new Mustang truly to be a good all-rounder, the low-speed ride issue absolutely has to be fixed.
Ford shook our faith a few weeks ago with the indifferent EcoSport SUV. With Mustang, another embodiment of One Ford, they need to show us they're right back to their best.
Ford Mustang GT
Price £33,000 (est); 0-60mph 4.4sec; Top speed 155mph; Economy 22mpg (US city), 31mpg (US highway) CO2 na Kerb weight 1678kg; Engine V8, naturally aspirated, 4951cc; Power 420bhp at 6500rpm; Torque 400lb ft at 4250rpm; Gearbox six-speed manual
Mike SchleeSep. 25, 2014Photos by Chris Blanchette. Video by Chris Blanchette.
Can a lower priced entry-level model, one that is more accessible to the masses, still hold the same aspirational value as prestigious, more expensive products?
Price: GLA 250 starts at $34,225, GLA 45 AMG begins at $49,225
That is a question Mercedes-Benz asked itself last year with the new CLA-Class sedan and this year, the manufacturer is at it again.
In the never-ending arms race between luxury automobile manufacturers, more models, especially lower priced ones, means more sales. As soon as one manufacture enters a new market segment, the rest are sure to follow.
Welcome the GLA-Class
Like Audi with the recently introduced Q3, Mercedes needs to keep up with the competition by offering a crossover to battle the BMW X1. Enter the 2015 GLA-Class. Now the fifth utility vehicle to be added the Mercedes-Benz family, $31,300 is all it will take to gain entry into the world of Mercedes utility vehicle ownership when the GLA 250 Front-Wheel Drive goes on sale next year.
In the meantime, two models will be offered, the GLA 250 4MATIC and the sportier GLA 45 AMG. By far the smallest crossover in the Mercedes-Benz line-up, the new crossover measures in around 174-inches in length, roughly the same as the Hyundai Tucson.
Unlike the blockier compact GLK crossover, the GLA features a more rounded, contemporary shape. Aerodynamics played a big role in the development of the vehicle as items like the mirror housings, underbody trays, roof lip spoiler and tail lights have all been specially molded to ensure the GLA slips through the air for optimal efficiency.
Like the CLA sedan it's based on, the GLA will offer a choice of 2.0-liter turbocharged four-cylinder engines in either mild or wild states of tune. Needing to test the fastest and sportiest offering in the GLA family, I got my hands on the GLA 45 AMG that comes equipped with the more potent engine. Pumping 26.1 psi of pressure through the cylinder walls, this 2.0-liter turbo makes an astonishing 355 HP and 332 lb-ft of torque.
As I found with the CLA 45 AMG I tested last year, the high-pressure turbo is a rocket of an engine. For such an incredible amount of torque made from a modest sized engine, turbo lag is kept in check and the GLA 45 builds power quickly. A throaty four-cylinder bellow emits from a two-stage exhaust system, letting the world know the GLA clearly means business. Although it's quite possibly the worst sounding engine in the AMG family, it still has the signature "bark" when upshifting between gears near redline.
The Dreaded Seven-Speed DCT
A seven-speed dual clutch is the only transmission available and in the AMG, it's referred to as the SPEEDSHIFT seven-speed DCT. Like I've found in other applications, the seven-speed dual clutch is not a great transmission. There is noticeable lag from a dead stop no matter which driving mode is engaged and low speed driving can produce some lethargic responses and jerkiness. Once the 45 AMG is moving, the DCT produces rapid-fire upshifts and downshifts.
Power in GLA can be sent to all four wheels through a new Performance 4MATIC system that features front to rear torque distribution. The GLA, even in AMG guise, remains a front-wheel drive vehicle until slip is detected. Even when some slippage occurs, only up to 50 percent of the torque can be sent to the back wheels. Although it may sound like a performance-robbing layout, I never once felt the front wheels slip or the system hesitate transferring power to the rear while driving with aggression through the mountains of Vermont. On a racetrack result may differ, but will you really track the GLA?
With this drivetrain, Mercedes claims the GLA 45 AMG will fly from 0 to 60 MPH in just 4.8 seconds. And despite the power and performance available in this 3,400 lbs. vehicle, the GLA 45 AMG is still rated to get 23 MPG in the city and 29 MPG on the highway.
Not a Crossover?
Calling this a crossover is a bit of a stretch. Unlike the GLA 250 which is classified as a passenger truck, the AMG version is actually classified as a car in the USA. This is due to the lowered sport suspension and aerodynamic add-ons that puts the 45 AMG's bumpers too low to be classified as a truck. So, from the factory the GLA 250 will feature side and rear privacy glass while the 45 AMG cannot.
To separate the GLA from non-premium sub-compact crossovers or cars or whatchamacallits, Mercedes has taken strides to make the vehicle quiet inside, thanks to stronger door seals and thicker glass. Aside from the aggressively loud engine, I'm surprised by how much noise makes it into the cabin, but that may have more to do with the poor-condition roads surrounding the Burlington, Vt. area.
Capable, Cold
Unlike regular GLAs, the 45 AMG has a three-stage stability control system that includes a Sport handling mode between on and off. This allows a bit of slip and rotation for the GLA, without letting the driver get into too much trouble. During some quick cornering through the foothills of Vermont the ESP system never intruded once to ruin my fun.
With quick steering, well controlled body motions and grippy tires, the GLA AMG is wholly capable of dispatching corners with impressive speed. But, like the CLA 45 AMG it's based on, there is something missing from the driving experience. The GLA handles it business in a cold, unconnected way that robs the driver of some joy that should be found in a vehicle of this caliber.
Well Equipped and Liveable
As should be expected even in this pseudo baby-crossover, the GLA comes with the usual Mercedes luxuries like optional leather seats, matte wood trim, galvanized metallic or carbon fibre accents. As well, all the latest safety and entertainment technologies are available in the GLA.
The 45 AMG comes fitted with Recaro front seats that are very supportive and highly adjustable, but may not fit all body types. With 34 inches of rear legroom, even six-foot tall adults can fit in the back seas unless you opt for the optional panoramic sunroof, which drastically decreases headroom. For the GLA's size, the cargo hatch is surprisingly usable for how little space there actually is back there.
The Verdict
With the GLA being a stepping-stone into the Mercedes-Benz crossover family, the company hopes it will create a lot of lifelong customers. Likewise, the AMG model is by far the cheapest way into a Mercedes performance division utility vehicle at just over $49,000 after destination charges.
Although it doesn't feel as special as other AMG models, the GLA is still fast and has the style and badge prescience some people are looking for. Safe to say that like the CLA, Mercedes will sell a ton of these small quasi crossovers and further increase the company's stake in the never-ending luxury automaker arms race.
Mike SchleeSep. 24, 2014Photos by Adam Wood and Chris Blanchette. Video by Adam Wood and Chris Blanchette.
Fifteen years ago the thought of putting a Honda Accord and Hyundai Sonata in the same comparison test was almost laughable. But when the sixth generation, 2009 Sonata appeared, people took notice that Hyundai was serious about building vehicles that consumers wanted.
Fast forward six years and it's time for a new generation Sonata to emerge. More of a heavy refresh than a ground-up redesign, Hyundai has worked hard to address the previous Sonata's weaknesses. To see if the manufacturer succeeded, we brought along the recently redesigned 2014 Honda Accord for comparison. A perennial best-seller in the mid-size sedan market, the Accord is one of the key players in the family sedan segment in which all other cars are measured.
It's obvious a specific formula is emerging for how to build the perfect family car. Just look at the specs between these two cars. They both are powered by 2.4-liter four-cylinder engines making 185 HP, both ride on the same size 215/55R17 tires, the two car's curb weights are separated by 6 lbs. and the overall vehicle lengths are separate by a quarter inch.
The one area that differs is with the transmission. Whereas Hyundai continues to soldier on with a six-speed automatic for all Sonata models, Honda has ditched a multi-gear transmission on four-cylinder Accords and replaced it with a continuously variable transmission (CVT).
For those who disparage the thought of the Accord gaining a CVT, rest assured, this may well be the best CVT on the market. It's smooth, flawless and never lets the engine drone. In daily, regular use it mimics a conventional automatic so well that you probably won't ever notice the difference.
CVT's Efficiency Shines Through
The six-speed in the Sonata is equally flawless in its operation. It fades into the background and never disrupts daily driving, but the downside is fuel economy. The Sonata 2.4-liter is officially rated at 24 mpg in the city and 35 on the highway compared the Accord four-cylinder's ratings of 27 MPG city and 36 MPG highway. During our evaluation period, both cars lived up to the published ratings with the Accord edging out the Sonata by achieving an average of 31.6 MPG compared to 30.2 MPG.
To manage these frugal levels of fuel economy, neither car is very powerful. Like the transmissions, the engines fade away from conscious thought when driving; exactly what is expected in this segment. The Sonata holds the edge when it comes to quietness inside the cabin, better isolating occupants from outside intrusions.
Quieter vs Easier to Operate
On the other hand, the Accord is easier to drive. It's predictable, manageable and requires little effort to maneuver behind the wheel. The Sonata's ride quality and suspension behavior are much improved over last year's model, but still feels too rough for daily driving. It's like Hyundai is trying too hard to make the Sonata feel upscale, at the expense of ride comfort.
Like the vehicle's specifications, styling of the Accord and Sonata are a lot closer now. Gone is the overly curvy, heavily detailed look of the fifth generation Sonata. Replacing it is far more conservative sheet metal that resembles the new 2015 Hyundai Genesis sedan and should age better over time.
Styling vs. Space
The Sonata's new sheet metal is also functional to aide in ingress and egress for rear seat passengers. Legroom in the pack is up over an inch for the 2015 Sonata, but it still falls short by nearly three inches to the 38.5 inches offered in the Accord. Even with a bit less headroom, the rear seat of the Accord is by far the more comfortable place to be for adult passengers.
While on the topic of comfort, the Accord also trumps the Sonata when it comes to the front seats. They are much more comfortable and real world headroom is ample in the Accord whereas it's a bit tight inside the Sonata. As well, some of our staff found their right knee rubs against a hard plastic corner in the Sonata.
Stylish and Modern
Like the exterior, the Hyundai's interior has gone the conservative route for 2015. Modern and elegant, we like how well laid out and contemporary the new Sonata's interior has become. All controls are simple to use. The Sonata also comes with a few features missing in the Accord like heated and cooled front buckets, a heated steering wheel, a panoramic sunroof and a larger trunk.
On the downside, we did find that there are too many hard plastics for our liking inside the Sonata though and there's a glaringly obvious trim piece on the center stack that doesn't line up properly.
The Accord isn't exactly a pillar of class-busting style, but like the Sonata, it's ergonomically laid out and we appreciate the dual display screens that let us see both audio information and the navigation map at the same time. Inoffensive and dull, the Accord may be boring inside, but it's user friendly and comfortable for all passengers.
The two biggest complaints when operating the Accord have to do with the steering wheel blocking the view of the upper speedometer and the audio display screen not displaying all the information we would like when motoring down the road.
Although the Sonata begins at a base price of $21,960 after destination charges and the Accord has an entry fee of $22,745, our test vehicles arrived very well optioned. The Honda Accord EX-L with Navi tipped the scales at $30,835 while the Hyundai Sonata Limited we had on hand came in at $32,385.
The Verdict
More expensive, less efficient and not as comfortable to be in, the Sonata still falls short of the Honda Accord. But the gap between them is so small now, purchasing one or another will ultimately come down personal choice, taste and priorities. For our money, the choice is still the Honda Accord, but as the saying goes, individual results may vary.
The future is frugal. That's the adage we've been hearing for quite some time now. Highly efficient motoring appliances will take over the automotive landscape one day and we'll all be better for it.
There's just one problem: cutting edge technology is too expensive for a big chunk of people buying cars. Vehicles like the Tesla Model S, Porsche Panamera E-Hybrid and Cadillac ELR are all state-of-the-art wonders, but they're expensive.
So what about the rest of us? Well, for decades the way to be frugal on a budget has been to drive a sub-compact car. With small engines and small curb weights, these diminutive vehicles offer efficiency at a low price. And over the past 10-15 years an incredible amount of civility and efficiency has been baked into these little cars.
Small Displacement vs. Hybrid Technology
Ford and Toyota are leading the eco charge with a pair of hatchbacks. Re-introduced to America in 2011, the Ford Fiesta has always been a relatively frugal offering, but for 2015 a new engine has joined the sedan and hatchback lineup. Displacing just one liter, the new three-cylinder turbocharged engine promises to be more efficient than the base 1.6-liter four-cylinder engine without diminishing the Fiesta's driving experience. With 123 hp and 148 lb-ft. of torque, the new turbo three is actually more powerful than that 1.6-liter unit.
Toyota has taken a different approach to subcompact efficiency, relying on the company's vast experience with hybrid powertrains. Dubbed the Toyota Prius c, the five-door hatchback uses a 1.5-liter four-cylinder engine paired up to an electric motor. The gasoline engine and electric motor generates a combined 99 hp.
Manual vs. eCVT
Like most other Toyota Hybrids, the Prius c uses an electronic continuously variable transmission (eCVT) to send power to the front wheels. Weighing in at 2,500 lbs., the Prius c's 99-hp drivetrain has its work cut out. Drive the car the way it's meant to be driven, slow and efficiently, and the moderate levels of power seem adequate. But drive with any haste or attempt a passing maneuver on the highway and the lack of forward thrust is painfully obvious.
While the Prius c is easy to drive efficiently and keeping up with the flow of city traffic can be a chore, the Fiesta SFE is the complete opposite. With lots of low-end torque, the little Ford has no problem getting up to speed and keeping up with traffic. It takes a conscious effort to eek maximum efficiency out of the Fiesta as too much throttle application builds up boost in the turbo and propels the car down the road.
The 1.0-liter turbo behaves a lot like a diesel engine. With gobs of initial torque, as the RPM builds, power tapers off. It's noticeably quieter when under load compared to the buzzy four-cylinder in the Prius c which is a good thing as the tractor-like noise the Ford engine produces is anything but pleasant.
Uber Efficient vs. Liveable
The Fiesta SFE is only available with a five-speed manual transmission that is similar in operation to other manuals offered in the Fiesta. Throws are long but engagement precise. With total control over gear selection, we found that the way to achieve the most efficient results is to shift according the up and down shift indicators in the Fiesta's gauge cluster. By driving in this ultra-conservative manner, we were able to achieve a mixed city-highway fuel economy average of 42.8 MPG. That almost ties the SFE's highway rating of 43 MPG and trumps the city rating of 31 MPG.
That's quite impressive, until they're compared to the Prius c. Officially rated at 53 MPG city and 46 MPG highway, we absolutely trounced those figures by averaging 60.3 MPG during the same mixed driving loop as the Fiesta. A lot of that can be attributed to the city driving segments where we found the Prius c can drive on pure battery power for a good distance if careful with throttle input. During our time with the Toyota, we spent 12 to 15 percent of our drive time on just battery power.
We know so because the Prius c is full of technology and mileage screens that let efficiency fans geek out over things like best efficiency runs, gas money saved, miles driven on electricity, etc. Being a fully loaded "Four" model, our test Prius c came equipped with lots of features like faux leather seats and navigation, but a rear back-up camera is strangely missing. None of these features are offered in the Fiesta SFE as it comes in one trim level only.
Materials inside the Fiesta are nicer despite the lower content level as the Prius c is full of cheap, unattractive plastics. The rear window of the Prius is hard to see out of for taller drivers as the rear roof slopes down just above the window cutting off the view. Beltlines in both cars are low allowing for great side sightlines.
Up front the Prius trumps the Fiesta with more nooks, bins and shelves to stash stuff. Trunk space also favors the Prius c on paper offering 17.1 cubic feet of space compared to the Fiesta's 14.9 cubic feet, but in the real world, the deeper Fiesta cargo hold is much more usable. Maybe Toyota is including the space wasted under the trunk's floor that is taken up by massive chunks of Styrofoam?
Rear seat space is equally optimistic in the Toyota as the Prius c is claimed to 35 inches of legroom compared the Fiesta's 31.2 inches. But with the front seats set to proper comfort distances, we found it was a wash between the two vehicles as both are cramped but liveable. The actual seat cushions in the Prius did win in comfort slightly though.
A Question of Value
As mentioned, the Fiesta SFE only comes in one trim. This means mandatory wheel covers and no colour display screen. The only two options available for the SFE hatch and sedan are a sunroof and the comfort package. Starting at $15,190 after destination charges for a basic hatchback, the as tested price of $17,705 for our Fiesta SFE 1.0-liter isn't that hard to swallow.
The Prius c in contrast can be had in four different trim levels. Starting at $19,905 after destination charges, the car escalates up through four trim levels that are simply called, one, two, three and four. Our fully loaded Prius c Four lists at $25,335 including the sunroof and 16-inch alloy wheel additions. That is nearly $8,000 more than the Fiesta which is quite a step up in this market segment.
The Verdict
The Ford Fiesta SFE harkens back to efficient commuters of old, with low content, an efficient engine, a low price and a somewhat engaging driving experience. Being available in one trim and exclusively with a manual transmission, it's not going to be for everyone. Plus, unless driven ultra-conservatively, mileage numbers at not all that spectacular. It is more fun to drive than the Prius c though and power delivery is livable. Then again, a Fiesta ST starts in the low $20,000 range, is better optioned, a ton of fun and is quite efficient in its own-right.
The Toyota Prius c is a compelling vehicle for those more focused on pure efficiency, but is far too expensive in loaded up "Four" trim. Our pick would be a less optioned Toyota Prius c Two that lists closer to the $20,000 mark and ditches the 16-inch wheels that balloons the Prius' turning radius from a usable 31.4 foot circumference to a battleship-like 37.4 feet. Cheaper, just as efficient and more maneuverable, that is the Prius c to get.
The 2015 Ford Mustang rides extremely well. Derek McNaughton, Driving
WEST HOLLYWOOD, CALIF. — Who among us has not been touched in some way by the Ford Mustang? How many children, teens or adults vowed to own one after falling for its shape and its simple down-to-earth appeal? How many people tried to convince their spouses the Mustang was an ideal family car? How, after 50 years in the marketplace, can one car so dominate our dreams of driving fast, wild and free?
Blasting through the twisty canyons of Angeles Crest Highway, the exhaust from the 2015 Mustang GT and its V8 engine roaring through the open windows as loudly as the California wind, the new car feels immediately alive and more comfortable than any Mustang before. There's a sure-footedness as the car attacks canyon arcs, the GT seemingly asking, "Is that all you got?" Power, while not endless, unfolds smoothly across a broad range to the 6,500 rpm redline. The new, bigger brakes react instantly without fade. In a sense, this GT feels like a refined Boss 302. It may have taken 50 years to get here, but it sure was worth the wait.
2015 Ford Mustang Derek McNaughton, Driving
Under my feet and at my hands are the controls to 435 horsepower, a sum that brings us full circle to the muscle car era of the late 1960s — indeed, marking a new high for horsepower in a Mustang GT. But instead of going back in time, the Mustang pushes through it, revealing itself to be a car that won't stand still, the new front suspension and new independent rear suspension — a first for a full-production Mustang — returning a level of grip not seen in a Mustang before. Replacing the solid rear axle of yore, which wasn't as terrible as many made it out to be, the geometry, springs, dampers and bushings of the rear suspension have been tuned for performance. The effect is profound. Not only is this the best riding Mustang, it may be one of the best riding, best handling coupes.
2015 Ford Mustang Derek McNaughton, Driving
More importantly, the question Facebook has been demanding to know — how effortlessly will the 2015 Mustang perform a burnout? — is answered. Indeed, many Pirelli P Zeros were harmed in the quest for this truth, but it can be said without embellishment the 2015 Mustang will rotate its rear tires for as long as the driver desires in the execution of full-throttle starts. A "line lock" switch, accessible in the track apps feature, will also activate just the front brakes for burnouts so spectacular your significant other will impose the silent treatment for weeks, something line lock itself seems to acknowledge: after a couple of onboard confirmations that pretty much ask "are you sure you want to go through with this?" line lock will allow the driver to stand on the gas and create more rear tire smoke than a eucalyptus-tree fire. Clearly, Ford has not forgotten what it means to own a 'Stang, nor what many owners will undoubtedly do with their cars.
About 40 kilograms heavier than the outgoing car, the 2015 Mustang GT weighs in at about 1,680 kilograms. That weight can still be felt when driving as though running from the sheriff through mountain twisties, especially in the front end, but understeer is noticeably absent. Indeed, the new Mustang GT drives with a degree of sophistication that belies its $36,999 starting price. The larger cabin, smaller dash, and lower, longer hood create decent visibility that allows the driver to feel at one with the car quite quickly.
The interior of the 2015 Ford Mustang feels much richer than before. Derek McNaughton, Driving
That refinement is also evident in the Getrag manual six-speed transmission. New linkage means shifts are short, clean and easy to place, with the lever much closer to the driver. The clutch delivers good control without being too stiff. A six-speed automatic is also available, and comes with steering-wheel-mounted shift paddles with rev-matching downshifts.
The new car is roughly 40 mm lower, wider by some 70 mm in the rear track — a move that required building a special press to stamp the steel rear hips — with a reduction in roof height. More importantly, the car simply looks correct — possibly as sharp as the 1966 GT 350. The front and rear glass is more steeply raked, there's some handsome creases in the right places, and three-dimensional, tri-bar tail lamps with sequential LED turn signals harken back to Mustangs of old while still looking current. All models get HID headlamps. Signature LED lights that look like shark gills add to the aggressive look. Canadian models will use the LED fog lights for daytime running lights.
2015 Ford Mustang Derek McNaughton, Driving
Of course, the darling in the Mustang stable is the GT. Receiving a reworked 5.0-litre V8 that now bribes 435 horsepower and 400 pound-feet of torque from an engine rooted in engineering the 2013 Mustang Boss 302, the new GT was developed to "beat the Boss," say Ford executives. This new engine could seemingly, right out of the box, run in the 24 Hours of Daytona, blessed as it is with forged connecting rods, a re-balanced forged crankshaft, larger intake exhaust valves with pistons to accommodate, plus revised camshafts to make the engine breathe better and idle smoother. And, gosh, does it sound good — clean and crisp, with a deep hollow resonance that never seems overbearing. With the windows closed, the car may be quieter than many BMWs.
Without the V8, the magic in the Mustang still does not secede. While some might go into cardiac arrest at the thought of a four-cylinder in a Mustang (recalling the awkward Mustang II), writing these numbers down eliminates shock: 310 hp and 320 lb.-ft. of torque. That's better than the third engine option — a 3.7-litre that draws 300 horsepower and 280 lb.-ft. of torque from a V6. There is a price premium, though; the base V6 coupe starts at $24,999, the base EcoBoost coupe at $27,999.
2015 Ford Mustang Derek McNaughton, Driving
So, how can that much power be whipped from a comparatively small inline four powering the rear wheels? Turbocharging, of course, more specifically a low-inertia twin-scroll turbocharger. Direct injection helps a little, as does a cylinder head that integrates a unique exhaust manifold that separates the inner and outer pairs of cylinders into each inlet passage to the turbo, allowing it to suck and blow with the force of a pissed off Yeti.
The effect is supposed to be similar to using twin turbos, and, for sure, the engine exhibits no noticeable turbo lag. While it will never return the level of excitement of the V8, it delivers a good snarl and is smoother than a four-cylinder ought to be. The four-cylinder appears tough on paper, too, with forged components, piston-cooling jets, die-cast aluminum cylinder block with ladder-frame bearing caps and a deep sump oil pan.
2015 Ford Mustang Derek McNaughton, Driving
Inside, the 2015 Mustang takes another step up. The GT receives real aluminum trim, softer and better materials that are not dominated by plastic, and some extremely comfortable bucket seats. Recaro seats are an option, but they don't include heat or power controls and don't offer substantially more support. So stick with the base seats; they're excellent. Instrumentation has also been vastly improved, with larger numbers in the central gauges and an improved centre stack that includes toggle switches on the console. The toggles can adjust steering effort, engine response, and transmission and electronic stability control settings through a selectable drive mode feature.
Push-button start is standard across all models. The seats now return to their original station if you move them to put something in the back, which has legroom for more than just kids and contortionists. The trunk also has room for two sets of golf clubs.
Somewhat like the enduring charm of the Porsche 911, the Mustang keeps its grip on our collective imagination by evolving instead of transforming, by maturing with each generation without ever abandoning the magical design ingredient that made it so popular since that day in April 1964. The No. 1 most liked vehicle on Facebook, the Mustang has always been special. The 2015 Mustang, arriving in showrooms mid-October, will have no trouble carrying on the tradition.
A push button start and new toggle switches come standard on the 2015 Ford Mustang. Derek McNaughton, Driving
The noise alone would be almost enough to justify the £147,000 asking price of the elegant new Aston Martin V12 Vantage S Roadster.
To be fair, though, the V12 Roadster has an awful lot more going for it than a loud and very lovely exhaust note.
It also happens to be the fastest, most powerful convertible that Aston Martin has yet produced and features upgrades to its steering, styling, chassis, brakes and interior that make it very nearly as wonderful to drive as it is to listen to, albeit with one fairly major caveat that we'll come to.
The V12 itself has been massaged to produce a thumping 565bhp at 6750rpm alongside 457lb ft at 5500rpm. Claimed performance is thunderous, yes, but not quite in the same league as the fastest rivals at this level; 0-60mph takes 3.9sec and top speed is 201mph.
A Porsche 911 Turbo S cabriolet is a fair bit quicker off the line and to three figures, beyond which the longer-legged Aston gradually starts to reel it back in. Overall, though, it's way more than quick enough, thank you very much.
Not that tyre-shredding performance is ultimately what the V12 Roadster is all about, despite its prodigious reserves. Arriving at your destination in maximum style, having had the maximum amount of fun en route, is more what this Aston has been designed for.
Visually, the V12 S can be distinguished from lesser Vantage Roadsters by its beautiful leather-clad rear buttresses (with its electric hood down) and by its feistier-looking black grille, as well as its handsome new 19-inch wheels front and rear.
There's also a fairly brazen-looking V12 Vantage S badge on the bootlid and, if you look closely enough, you might also spot that the brake discs are freckled in appearance because they are made not from steel but from a carbon-ceramic composite instead.
What is it like?
On the move, the V12 Roadster feels and sounds every inch as dramatic as you'd want it to be. At 2000rpm, it feels comfortable, relaxed but primed. At 6000rpm and beyond, it is utterly magnificent.
But there are issues, one in particular that's hard, if not impossible, to overlook.
It concerns the seven-speed automated manual gearbox. Despite Aston's claim that the V12 Roadster's Sportshift III paddle-shift gearbox endows the car with the feel and gearchange characteristics of a contemporary racing car, it does nothing of the sort.
In practice, the upshifts are painfully slow beside the best, and the downshifts are only a touch better. In any of its settings (Normal, Sport, Track), the gearbox is the one element that lets this otherwise fantastic car down.
Which is a shame because the rest of it – not just the noise and performance but also the ride, the steering, the brakes and the overall levels of handling sharpness, on road or track – are right up there with the very best in this class
Quite why Aston Martin didn't fit the V12 Vantage S with the excellent eight-speed ZF automatic gearbox that has just transformed the Vanquish S – which uses the same engine – is a mystery that can be explained only by the constraints of an increasingly tight engineering budget.
Should I buy one?
Don't let this lone aspect put you off too much. To look at, the V12 Roadster is breathtaking; to drive, it is deeply rewarding and highly entertaining for myriad reasons, and to listen to, it is pure heaven.
For these reasons and more, it is a car that, as an enthusiast, you cannot help but fall in love with, no matter how infuriating its gearbox might be.
Aston Martin V12 Vantage S Roadster
Price £147,000; 0-62mph 3.9sec; Top speed 201mph (limited); Economy 19.2mpg (combined); CO2 343g/km; Kerb weight 1820kg; Engine V12, 5935cc, petrol; Power 565bhp at 6750rpm; Torque 457lb ft at 5500rpm; Gearbox 7-speed automated manual
The unveiling of Qoros at last year's Geneva motor show caused quite a stir. Based in China but with a multinational staff poached from some of Europe's top manufacturers, the firm has big plans.
So far it has continued to milk the PR gravy train with stories such as its car gaining the top score for 2013 in the Euro NCAP test. The question is, how does the 3 saloon actually stack up?
While cutting a smart look the saloon lacks anything distinctive to make it really stand out. Currently only on sale in China and Slovakia, it was designed to compete with the Volkswagen Jetta and Ford Focus while also bringing new premium features to the sector.
Qoros's three watchwords are design, safety and connectivity - and the brand is targeted at young metropolitan drivers.
What is it like?
One of the first things you notice inside is how uncluttered it looks. Very much aimed at the iGeneration, the central dashboard is dominated by the touchscreen infotainment system.
This is controlled by one and two finger swipes and has four functional groups - each with a further control screen off them. Navigation uses real time traffic information and can show points of interest such as restaurants and parking spaces, and you can send pre-programmed routes to it using a phone app.
It is also connected to social media outlets such as Facebook, allowing you to 'check in' based on your location.
Build quality is good with a decent use of premium materials. There is an impressive attention to detail with items such as the under passenger seat storage compartment and the fully adjustable rear headrests.
In the back it can seat three adults in comfort thanks to one of the widest stances in its class, and is only 13mm narrower than a Ford Mondeo. Head room however is not great.
The bonnet is supported by a gas strut yet the boot gets cheaper goose neck hinges and also suffers from flimsy feeling sides and floor.
Currently new petrol, diesel, and hybrid powertrains are under development for the full European launch in 2016, but there is a choice in China now between a 1.6-litre DVVT petrol in both naturally aspirated and turbocharged forms.
Coupled to a dual-clutch automatic transmission the turbo proves responsive enough for normal driving. While adequate for China and returning good fuel economy it is lacking in power compared to the latest European offerings. We averaged an impressive 38mpg over the duration of our test.
The Qoros 3 was designed with a long wheelbase in mind. Partly this was to offer Chinese buyers the preferred leg space for adults in the rear, but it also helps the car soak up bumps and joins in road surfaces. With considerable attention paid to noise and vibration levels, it offers a very smooth ride and quiet cabin environment.
Steering is light by European standards but it doesn't suffer from the vagueness that is common among Chinese cars. Driven on a number of different surfaces and a mixture of highway, country road and inner city routes there were no nasty surprises from the handling.
Visibility on the passenger side, though, is lacking and currently there is no option of blind spot warning indicators - a short-sighted omission given the emphasis on safety in the design.
Should I buy one?
Already the Qoros 3 is a strong car in its segment with an impressive list of kit. The upcoming new engines and Qoros's policy of continual improvement mean that by the time it has a full European launch it will be up there with the best. It could even prove to be a match for more premium rivals.
Mark Andrews
Qoros 3 saloon Elegance
Price £17,000 (est); 0-62mph 9.7sec; Top speed 135mph; Economy 44.1mpg; CO2 na; Kerbweight 1410kg; Engine 4 cyls, 1598cc, turbo, petrol; Power 154bhp; Torque 155lb ft; Gearbox 6-speed dual-clutch automatic
