Car review
Car review
It rode and handled in a way that put nearly everything else in its shade, and it's yours from £20k
The Lotus Evora arrived in 2011 as an answer to the practical problems created by the admirable, but much smaller Lotus Elise.The Evora's younger brother might have had pure and animal-like intercommunication between car and driver, but it wasn't much cop if you wanted to travel further than the local pub or if you had to take your children to school.Enter, stage left, the Evora – a 2+2 coupé with all the swagger and a three-section composite body (with easily replaceable plastic bumpers) but with a token nod towards comfort and touring.Launched in 2009, it seemed to be the answer to either numerous prayers or the question no one posed. Naturally, it is not a Mercedes S-Class rival.Peak behind the welcoming front seats and you will see an extra pair of rather teeny rear seats, such as only the very young, impressively flexible and eternally optimistic would want to explore. (Which is why some Evoras were also sold without +2 seating.) The whole thing is powered by an eager, all-alloy and transversely mounted 3456cc V6, admittedly also found in a Toyota Camry and a Lexus RX 350 once upon a time, but here with a bespoke Lotus electronic throttle map, making it good for 276bhp at 6400rpm.That’s enough to give the 1382kg Lotus performance in the order of a 162mph top speed and 0-60mph in just 5.4sec.The first cars got the Launch Pack, comprising Tech (sat-nav, parking aids, cruise control), Sport (cross-drilled discs, a deeper spoiler and uprated exhaust) and Premium (extra leather, heated seats, reversing camera).Faster versions followed, including the S, the 400, the Sport 410, a GT410 Sport and a GT430, the last with a top speed just shy of the 200mph mark.When it was refreshed in 2012, the cabin gained the Premium Pack as standard, improved door locks, better sound deadening and a new infotainment system.Standard Evoras also gained the S’s thicker rear anti-roll bar, stiffer wishbone bushes and a more compelling exhaust note.But, look, a Lotus – any Lotus – is about more than just comfort, straight-line speed and sound. It’s about handling finesse, and here the Evora excelled.It’s one of those rare and wonderful cars that is happy to corner in whichever way its driver wants it to. Double-wishbone suspension, Eibach springs and Bilstein dampers, brake parts by AP Racing and standard-fit Pirelli P Zeros (18in items at the front, 19s at the rear) make sure of that.The steering has a lovely linear feel with perfect weighting, not an ounce too heavy and not too light. Without excess provocation, the Evora will grip soundly until its front wheels start to slip.It can be provoked into a predictable, wonderfully forgiving slide. (There’s an electronic lock for the open differential.)Switching out the traction control’s intervention completely is the point from where the Evora’s chassis really shows its mettle. In our eyes, no other production car of the time handled as well as an Evora once beyond its limits.It rode well too, at least in its original form. In faster driving, the Evora maintains a supple ride across crests and bumps, with high levels of body control.Only the loose, vague gearshift of the early cars lets it down, but no serious reliability issues have raised their head. The engines are still doing a shift, as is the Eaton supercharger on S models.The Toyota-derived six-speed IPS (Intelligent Precision Shift) automatic transmission arrived in 2010. Although it exacts slight penalties on performance and efficiency, it is more reliable than the trouble-prone manual, with its slack cables.Lotus fitted tighter ones and then the 2012-model-year refresh brought low-friction gear selection cables and a low-inertia flywheel.The loose gearbox cables that blighted some early cars have been tweaked, and the floppy door handles have since been rectified. Lotus Evora 2011-2015 common problemsEngine: The chain-driven Toyota V6 is reliable but check the ECU for any record of over-revving. There have been some reported problems with the Edelbrock supercharger, albeit mostly in US cars.Check the engine has been serviced every year or 9000 miles and the exhaust mounts are sound (a warranty issue on early cars). Expect around 23mpg from the original Evora and the S in everyday use. Gearbox: On early cars, manual gearchange cables can stretch, become noisy and make changes difficult. Adjustment or replacement requires interior trim removal.Later cars solved the issue with better cables. The clutch can fail as early as 25,000 miles. Check that the IPS gearbox changes smoothly.Suspension and brakes: The Evora should steer, brake and ride like you would expect a Lotus to. Watch out for signs of track abuse. Uneven tyre wear could indicate misaligned tracking caused by a past crash. A knocking at the front is likely to be worn anti-roll bar bushes.Body: Check the panel gaps because any out-of-shape parts of the composite bodywork will be expensive to set right. Rust won’t be a problem, though. Tailgate panels can get dented by over-enthusiastic use. Bootlids and petrol filler caps can give trouble. Interior: Early cars were criticised for poor interior quality but this improved in later examples. Sat-nav has been criticised for its level of efficiency and response.Check for worn driver’s seat side bolsters, door speakers, lower fascia and fragile leather facings on sills.
Lotus Evora 2011-2015 Review | Giga Gears – Preowned
It rode and handled in a way that put nearly everything else in its shade, and it's yours from £20k
The Lotus Evora arrived in 2011 as an answer to the practical problems created by the admirable, but much smaller Lotus Elise.The Evora's younger brother might have had pure and animal-like intercommunication between car and driver, but it wasn't much cop if you wanted to travel further than the local pub or if you had to take your children to school.Enter, stage left, the Evora – a 2+2 coupé with all the swagger and a three-section composite body (with easily replaceable plastic bumpers) but with a token nod towards comfort and touring.Launched in 2009, it seemed to be the answer to either numerous prayers or the question no one posed. Naturally, it is not a Mercedes S-Class rival.Peak behind the welcoming front seats and you will see an extra pair of rather teeny rear seats, such as only the very young, impressively flexible and eternally optimistic would want to explore. (Which is why some Evoras were also sold without +2 seating.) The whole thing is powered by an eager, all-alloy and transversely mounted 3456cc V6, admittedly also found in a Toyota Camry and a Lexus RX 350 once upon a time, but here with a bespoke Lotus electronic throttle map, making it good for 276bhp at 6400rpm.That’s enough to give the 1382kg Lotus performance in the order of a 162mph top speed and 0-60mph in just 5.4sec.The first cars got the Launch Pack, comprising Tech (sat-nav, parking aids, cruise control), Sport (cross-drilled discs, a deeper spoiler and uprated exhaust) and Premium (extra leather, heated seats, reversing camera).Faster versions followed, including the S, the 400, the Sport 410, a GT410 Sport and a GT430, the last with a top speed just shy of the 200mph mark.When it was refreshed in 2012, the cabin gained the Premium Pack as standard, improved door locks, better sound deadening and a new infotainment system.Standard Evoras also gained the S’s thicker rear anti-roll bar, stiffer wishbone bushes and a more compelling exhaust note.But, look, a Lotus – any Lotus – is about more than just comfort, straight-line speed and sound. It’s about handling finesse, and here the Evora excelled.It’s one of those rare and wonderful cars that is happy to corner in whichever way its driver wants it to. Double-wishbone suspension, Eibach springs and Bilstein dampers, brake parts by AP Racing and standard-fit Pirelli P Zeros (18in items at the front, 19s at the rear) make sure of that.The steering has a lovely linear feel with perfect weighting, not an ounce too heavy and not too light. Without excess provocation, the Evora will grip soundly until its front wheels start to slip.It can be provoked into a predictable, wonderfully forgiving slide. (There’s an electronic lock for the open differential.)Switching out the traction control’s intervention completely is the point from where the Evora’s chassis really shows its mettle. In our eyes, no other production car of the time handled as well as an Evora once beyond its limits.It rode well too, at least in its original form. In faster driving, the Evora maintains a supple ride across crests and bumps, with high levels of body control.Only the loose, vague gearshift of the early cars lets it down, but no serious reliability issues have raised their head. The engines are still doing a shift, as is the Eaton supercharger on S models.The Toyota-derived six-speed IPS (Intelligent Precision Shift) automatic transmission arrived in 2010. Although it exacts slight penalties on performance and efficiency, it is more reliable than the trouble-prone manual, with its slack cables.Lotus fitted tighter ones and then the 2012-model-year refresh brought low-friction gear selection cables and a low-inertia flywheel.The loose gearbox cables that blighted some early cars have been tweaked, and the floppy door handles have since been rectified. Lotus Evora 2011-2015 common problemsEngine: The chain-driven Toyota V6 is reliable but check the ECU for any record of over-revving. There have been some reported problems with the Edelbrock supercharger, albeit mostly in US cars.Check the engine has been serviced every year or 9000 miles and the exhaust mounts are sound (a warranty issue on early cars). Expect around 23mpg from the original Evora and the S in everyday use. Gearbox: On early cars, manual gearchange cables can stretch, become noisy and make changes difficult. Adjustment or replacement requires interior trim removal.Later cars solved the issue with better cables. The clutch can fail as early as 25,000 miles. Check that the IPS gearbox changes smoothly.Suspension and brakes: The Evora should steer, brake and ride like you would expect a Lotus to. Watch out for signs of track abuse. Uneven tyre wear could indicate misaligned tracking caused by a past crash. A knocking at the front is likely to be worn anti-roll bar bushes.Body: Check the panel gaps because any out-of-shape parts of the composite bodywork will be expensive to set right. Rust won’t be a problem, though. Tailgate panels can get dented by over-enthusiastic use. Bootlids and petrol filler caps can give trouble. Interior: Early cars were criticised for poor interior quality but this improved in later examples. Sat-nav has been criticised for its level of efficiency and response.Check for worn driver’s seat side bolsters, door speakers, lower fascia and fragile leather facings on sills.
Car review
It rode and handled in a way that put nearly everything else in its shade, and it's yours from £20k
The Lotus Evora arrived in 2011 as an answer to the practical problems created by the admirable, but much smaller Elise.The Evora's younger brother might have had pure and animal-like intercommunication between car and driver, but it wasn't much cop if you wanted to travel further than the local pub or if you had to take your children to school.Enter, stage left, the Evora – a 2+2 coupé with all the swagger and a three-section composite body (with easily replaceable plastic bumpers) but with a token nod towards comfort and touring.Launched in 2009, it seemed to be the answer to either numerous prayers or the question no one posed. Naturally, it is not a Mercedes S-Class rival.Peak behind the welcoming front seats and you will see an extra pair of rather teeny rear seats, such as only the very young, impressively flexible and eternally optimistic would want to explore. (Which is why some Evoras were also sold without +2 seating.) The whole thing is powered by an eager, all-alloy and transversely mounted 3456cc V6, admittedly also found in a Toyota Camry and a Lexus RX 350 once upon a time, but here with a bespoke Lotus electronic throttle map, making it good for 276bhp at 6400rpm. That’s enough to give the 1382kg Lotus performance in the order of a 162mph top speed and 0-60mph in just 5.4sec.Faster versions followed, including the S, the 400, the Sport 410, a GT410 Sport and a GT430, the last with a top speed just shy of the 200mph mark.But, look, a Lotus – any Lotus – is about more than just comfort and straight-line speed. It’s about handling finesse, and here the Evora excelled.It’s one of those rare and wonderful cars that is happy to corner in whichever way its driver wants it to.The steering has a lovely linear feel with perfect weighting, not an ounce too heavy and not too light. Without excess provocation, the Evora will grip soundly until its front wheels start to slip.It can be provoked into a predictable, wonderfully forgiving slide. (There’s an electronic lock for the open differential.)Switching out the traction control’s intervention completely is the point from where the Evora’s chassis really shows its mettle. In our eyes, no other production car of the time handled as well as an Evora once beyond its limits.It rode well too, at least in its original form. In faster driving, the Evora maintains a supple ride across crests and bumps, with high levels of body control.Only the loose, vague gearshift of the early cars lets it down, which is the weakest part of an otherwise impressive performance inventory, but brings us to this car's common problems.Lotus Evora 2011-2015 common problemsEngine: The chain-driven Toyota V6 is reliable but check the ECU for any record of over-revving. There have been some reported problems with the Edelbrock supercharger, albeit mostly in US cars.Check the engine has been serviced every year or 9000 miles and the exhaust mounts are sound (a warranty issue on early cars). Expect around 23mpg from the original Evora and the S in everyday use. Gearbox: On early cars, manual gearchange cables can stretch, become noisy and make changes difficult. Adjustment or replacement requires interior trim removal.Later cars solved the issue with better cables. The clutch can fail as early as 25,000 miles. Check that the IPS gearbox changes smoothly.Suspension and brakes: The Evora should steer, brake and ride like you would expect a Lotus to. Watch out for signs of track abuse. Uneven tyre wear could indicate misaligned tracking caused by a past crash. A knocking at the front is likely to be worn anti-roll bar bushes.Body: Check the panel gaps because any out-of-shape parts of the composite bodywork will be expensive to set right. Rust won’t be a problem, though.Door handles can give up the ghost. Tailgate panels can get dented by over-enthusiastic use. Bootlids and petrol filler caps can give trouble. Interior: Early cars were criticised for poor interior quality but this improved in later examples. Sat-nav has been criticised for its level of efficiency and response.Check for worn driver’s seat side bolsters, door speakers, lower fascia and fragile leather facings on sills.
Lotus Evora 2011-2015 Review | Giga Gears – Used Car
It rode and handled in a way that put nearly everything else in its shade, and it's yours from £20k
The Lotus Evora arrived in 2011 as an answer to the practical problems created by the admirable, but much smaller Elise.The Evora's younger brother might have had pure and animal-like intercommunication between car and driver, but it wasn't much cop if you wanted to travel further than the local pub or if you had to take your children to school.Enter, stage left, the Evora – a 2+2 coupé with all the swagger and a three-section composite body (with easily replaceable plastic bumpers) but with a token nod towards comfort and touring.Launched in 2009, it seemed to be the answer to either numerous prayers or the question no one posed. Naturally, it is not a Mercedes S-Class rival.Peak behind the welcoming front seats and you will see an extra pair of rather teeny rear seats, such as only the very young, impressively flexible and eternally optimistic would want to explore. (Which is why some Evoras were also sold without +2 seating.) The whole thing is powered by an eager, all-alloy and transversely mounted 3456cc V6, admittedly also found in a Toyota Camry and a Lexus RX 350 once upon a time, but here with a bespoke Lotus electronic throttle map, making it good for 276bhp at 6400rpm. That’s enough to give the 1382kg Lotus performance in the order of a 162mph top speed and 0-60mph in just 5.4sec.Faster versions followed, including the S, the 400, the Sport 410, a GT410 Sport and a GT430, the last with a top speed just shy of the 200mph mark.But, look, a Lotus – any Lotus – is about more than just comfort and straight-line speed. It’s about handling finesse, and here the Evora excelled.It’s one of those rare and wonderful cars that is happy to corner in whichever way its driver wants it to.The steering has a lovely linear feel with perfect weighting, not an ounce too heavy and not too light. Without excess provocation, the Evora will grip soundly until its front wheels start to slip.It can be provoked into a predictable, wonderfully forgiving slide. (There’s an electronic lock for the open differential.)Switching out the traction control’s intervention completely is the point from where the Evora’s chassis really shows its mettle. In our eyes, no other production car of the time handled as well as an Evora once beyond its limits.It rode well too, at least in its original form. In faster driving, the Evora maintains a supple ride across crests and bumps, with high levels of body control.Only the loose, vague gearshift of the early cars lets it down, which is the weakest part of an otherwise impressive performance inventory, but brings us to this car's common problems.Lotus Evora 2011-2015 common problemsEngine: The chain-driven Toyota V6 is reliable but check the ECU for any record of over-revving. There have been some reported problems with the Edelbrock supercharger, albeit mostly in US cars.Check the engine has been serviced every year or 9000 miles and the exhaust mounts are sound (a warranty issue on early cars). Expect around 23mpg from the original Evora and the S in everyday use. Gearbox: On early cars, manual gearchange cables can stretch, become noisy and make changes difficult. Adjustment or replacement requires interior trim removal.Later cars solved the issue with better cables. The clutch can fail as early as 25,000 miles. Check that the IPS gearbox changes smoothly.Suspension and brakes: The Evora should steer, brake and ride like you would expect a Lotus to. Watch out for signs of track abuse. Uneven tyre wear could indicate misaligned tracking caused by a past crash. A knocking at the front is likely to be worn anti-roll bar bushes.Body: Check the panel gaps because any out-of-shape parts of the composite bodywork will be expensive to set right. Rust won’t be a problem, though.Door handles can give up the ghost. Tailgate panels can get dented by over-enthusiastic use. Bootlids and petrol filler caps can give trouble. Interior: Early cars were criticised for poor interior quality but this improved in later examples. Sat-nav has been criticised for its level of efficiency and response.Check for worn driver’s seat side bolsters, door speakers, lower fascia and fragile leather facings on sills.
Car review
New range-topping version of large electric SUV adds genuine off-road ability, without compromising on premium sheen
The new Audi Q8 E-tron edition Dakar comes with eight – eight! – wheels.Have Ingolstadt’s finest developed a new eight-wheel-drive system? Of course not: the special edition of the firm’s biggest electric SUV comes with sets of both off- and on-road tyres, reflecting its intended and likely actual use cases.Inspired by the RS Q e-tron Dakar Rally challenger, the new machine takes the Q8 E-tron 55 quattro – with a 402bhp twin motor powertrain and 106kWh battery – and adds extra off-road ability.It also adds considerable cost: prices will start at around €120,000 (£103,000), compared to £80,300 for a regular model (although that only comes with four wheels…).A limited run of 99 models (all in Mythos Black) will be offered with a bespoke wrap featuring decals inspired by Audi’s Dakar Rally challenger. It’s subtle but looks great – as it should for a €10,000 (£8600) premium.Special design elements ensure the Q8 Dakar looks the part and include a body colour single-frame grille, chunkier wheel arches and a roof rack with a useful load capacity of 40kg – complete with storage bag and straps. But before you plan that expedition to Saudi Arabia (home to the Dakar Rally, because who needs geography?), don’t expect the Q8 e-tron Dakar to offer off-road ability to match a Toyota Land Cruiser or Jeep Wrangler. Instead, Audi has added a soupcon of extra go-anywhere ability without compromising on premium sheen.The air suspension-controlled ride height is raised by 65mm compared to the regular car in most drive modes, and 30mm higher in off-road mode, and the track is marginally wider (mostly to allow for chunky wheel arches) It offers front and rear approach angles of 21 and 28 degrees, a ramp angle of 19 degrees, and a wading depth of 300mm. Then there are the knobbly tyres: M+S rated 18in 265/60 R18 General Grabber AT3, fitted to new-to-Audi 8J x18in rims. But that’s about it: there’s no added underbody protection.The result is a car with a decent level of off-road ability, as demonstrated with an extended and dusty test loop in southern Oman that featured gravel, dust, sand, steep elevation, the odd water crossing and plenty of jagged rocks.The off-road tyres and raised ride height give the car a floaty feel that adds a dash of character missing from the standard version, and at speed on loose gravel it slides around enough to entertain. On steeper sections it maintained composure while the instant access to 490lb ft of electric torque allows you to make short work of steep includes or small boulders, and is easily enough to compensate for the not-insubstantial weight of this big batteried 2.5-tonne behemoth. Features such as Hill Descent Control prove a boon on sharp declines, while Audi also promises an inclinometer display that shows current angle and ground clearance – although this wasn’t available on our late prototype test car. Given the lack of underside protection, that could be useful: our test route took in some very sharp descents across sharp rocks, but behind the wheel you were painfully aware that a wrong move could cause significant damage.Of course, most of these Dakar-branded editions are unlikely to venture far off-road; the toughest incline many will face could well be a speed bump. Thankfully, the Q8 e-tron’s interior remains as comfortable and cosseting as Oman’s landscape can be barren: enough to make you feel you need to brush dust off your shoes before stepping in (even if Audi has added heavy duty floor mats).That’s where the second set of wheels comes in: Q8 e-tron Dakar buyers also receive 20in summer tyres that promise greater comfort and efficiency around town. Given the standard car has a disappointing efficiency of 2.6mpkWh, we’d imagine that would be hit notably by the knobblies. We didn’t get to sample the Q8 e-tron Dakar on summer tyres; in fact, we only drove the car on-road for a few hundred metres, so we can’t definitively judge how much that extra ride height compromises the machine on sealed surfaces. We haven't given the model a score as a result, but from our brief experience, it was clear that the model retains the refined, smooth drive of the regular Q8, albeit with a more floaty ride due to those larger tyres and the raised ride height. We suspect the summer tyres would bring it close to the regular Q8 e-tron.Due to relatively low volume expectations, the Q8 e-tron Dakar will initially launch in left-hand drive only, with no immediate plans for a UK launch. Audi bosses are considering eventually offering the model in the UK, although much might depend on how popular it proves in the early launch markets. It's a shame, not just because you can imagine it proving quietly popular over here: it adds a welcome dose of character, fun and genuine ability to an otherwise reserved SUV, albeit at a premium price.
Audi Q8 e-tron Dakar Edition with Giga Gears
New range-topping version of large electric SUV adds genuine off-road ability, without compromising on premium sheen
The new Audi Q8 E-tron edition Dakar comes with eight – eight! – wheels.Have Ingolstadt’s finest developed a new eight-wheel-drive system? Of course not: the special edition of the firm’s biggest electric SUV comes with sets of both off- and on-road tyres, reflecting its intended and likely actual use cases.Inspired by the RS Q e-tron Dakar Rally challenger, the new machine takes the Q8 E-tron 55 quattro – with a 402bhp twin motor powertrain and 106kWh battery – and adds extra off-road ability.It also adds considerable cost: prices will start at around €120,000 (£103,000), compared to £80,300 for a regular model (although that only comes with four wheels…).A limited run of 99 models (all in Mythos Black) will be offered with a bespoke wrap featuring decals inspired by Audi’s Dakar Rally challenger. It’s subtle but looks great – as it should for a €10,000 (£8600) premium.Special design elements ensure the Q8 Dakar looks the part and include a body colour single-frame grille, chunkier wheel arches and a roof rack with a useful load capacity of 40kg – complete with storage bag and straps. But before you plan that expedition to Saudi Arabia (home to the Dakar Rally, because who needs geography?), don’t expect the Q8 e-tron Dakar to offer off-road ability to match a Toyota Land Cruiser or Jeep Wrangler. Instead, Audi has added a soupcon of extra go-anywhere ability without compromising on premium sheen.The air suspension-controlled ride height is raised by 65mm compared to the regular car in most drive modes, and 30mm higher in off-road mode, and the track is marginally wider (mostly to allow for chunky wheel arches) It offers front and rear approach angles of 21 and 28 degrees, a ramp angle of 19 degrees, and a wading depth of 300mm. Then there are the knobbly tyres: M+S rated 18in 265/60 R18 General Grabber AT3, fitted to new-to-Audi 8J x18in rims. But that’s about it: there’s no added underbody protection.The result is a car with a decent level of off-road ability, as demonstrated with an extended and dusty test loop in southern Oman that featured gravel, dust, sand, steep elevation, the odd water crossing and plenty of jagged rocks.The off-road tyres and raised ride height give the car a floaty feel that adds a dash of character missing from the standard version, and at speed on loose gravel it slides around enough to entertain. On steeper sections it maintained composure while the instant access to 490lb ft of electric torque allows you to make short work of steep includes or small boulders, and is easily enough to compensate for the not-insubstantial weight of this big batteried 2.5-tonne behemoth. Features such as Hill Descent Control prove a boon on sharp declines, while Audi also promises an inclinometer display that shows current angle and ground clearance – although this wasn’t available on our late prototype test car. Given the lack of underside protection, that could be useful: our test route took in some very sharp descents across sharp rocks, but behind the wheel you were painfully aware that a wrong move could cause significant damage.Of course, most of these Dakar-branded editions are unlikely to venture far off-road; the toughest incline many will face could well be a speed bump. Thankfully, the Q8 e-tron’s interior remains as comfortable and cosseting as Oman’s landscape can be barren: enough to make you feel you need to brush dust off your shoes before stepping in (even if Audi has added heavy duty floor mats).That’s where the second set of wheels comes in: Q8 e-tron Dakar buyers also receive 20in summer tyres that promise greater comfort and efficiency around town. Given the standard car has a disappointing efficiency of 2.6mpkWh, we’d imagine that would be hit notably by the knobblies. We didn’t get to sample the Q8 e-tron Dakar on summer tyres; in fact, we only drove the car on-road for a few hundred metres, so we can’t definitively judge how much that extra ride height compromises the machine on sealed surfaces. We haven't given the model a score as a result, but from our brief experience, it was clear that the model retains the refined, smooth drive of the regular Q8, albeit with a more floaty ride due to those larger tyres and the raised ride height. We suspect the summer tyres would bring it close to the regular Q8 e-tron.Due to relatively low volume expectations, the Q8 e-tron Dakar will initially launch in left-hand drive only, with no immediate plans for a UK launch. Audi bosses are considering eventually offering the model in the UK, although much might depend on how popular it proves in the early launch markets. It's a shame, not just because you can imagine it proving quietly popular over here: it adds a welcome dose of character, fun and genuine ability to an otherwise reserved SUV, albeit at a premium price.
Car review
The Italian firm’s larger SUV competes in a much tougher segment than when it first entered – how’s it coping?
It’s eight whole years since Maserati launched the Levante. It entered the premium SUV market long before Aston Martin or Lamborghini had succumbed to such money-spinning moves; Ferrari had thus far sworn blind it would never make a crossover. Yep, times change.Initially sold with V6 petrol and diesel engines – and adding a useful chunk to Maserati’s sales figures in its early days – it’s evolved over time and the range now consists of a four-cylinder mild hybrid and V6 petrol, prices starting at £92,935.This feels quite a leap when the range kicked off below £60,000 at launch. Naturally the smaller Maserati Grecale SUV slots into the financial chasm left behind. Get in quick and you can wave goodbye to V8 Maseratis with the Levante V8 Ultima edition. Just eight will come to the UK, priced from £160,625 and using a 572bhp, 3.8-litre tune of Ferrari’s sensational twin-turbo F154 engine. Big money, but a big heart.
Maserati Levante: Discover the Giga Gears
The Italian firm’s larger SUV competes in a much tougher segment than when it first entered – how’s it coping?
It’s eight whole years since Maserati launched the Levante. It entered the premium SUV market long before Aston Martin or Lamborghini had succumbed to such money-spinning moves; Ferrari had thus far sworn blind it would never make a crossover. Yep, times change.Initially sold with V6 petrol and diesel engines – and adding a useful chunk to Maserati’s sales figures in its early days – it’s evolved over time and the range now consists of a four-cylinder mild hybrid and V6 petrol, prices starting at £92,935.This feels quite a leap when the range kicked off below £60,000 at launch. Naturally the smaller Maserati Grecale SUV slots into the financial chasm left behind. Get in quick and you can wave goodbye to V8 Maseratis with the Levante V8 Ultima edition. Just eight will come to the UK, priced from £160,625 and using a 572bhp, 3.8-litre tune of Ferrari’s sensational twin-turbo F154 engine. Big money, but a big heart.
Car review
Compact premium four-door coupe gets revised styling, engines and tech in mid-life update
The second-generation Mercedes-Benz CLA-Class – the German brand’s style-centred four-door coupé alternative to the compact premium mainstream – has followed the related Mercedes A-Class for the latest model year, receiving some mid-life design updates and specification tweaks.The car’s central positioning remains unchanged, however. If an upmarket hatchback is simply too ordinary for you, a compact executive saloon perhaps a shade too traditional, and a compact premium SUV simply a bigger car than you need, the CLA might have the extra desirability you crave. And it remains a more globally important Mercedes than many realise. Because while the first-generation Mercedes CLA (2013-2019) wasn’t the most common sight on UK roads compared with the A-Class or even the GLA crossover, it was the first compact front-wheel-drive Mercedes to hit the American market when it landed there in 2013. Not so long after it had, it was described by Mercedes’ regional bosses as the firm’s most successful product launch in 20 years. Over a six-year life cycle, the CLA racked up an impressive production run of some 750,000 global units.For the second-generation version, the car grew between the axles and in overall terms, becoming a shade longer than the last Mercedes C-Class saloon. Like the original CLA, it seeks to reproduce the design appeal of the bigger Mercedes CLS four-door coupé at a more affordable price and, using Mercedes’ latest MFA2 platform as a basis, shares engines, cabin architecture, suspension hardware and more with the current A-Class and B-Class.The Mercedes CLA-Class range at a glanceModelsPowerFromCLA 180 Sport Executive134bhp£34,535CLA 200 Sport Executive161bhp£36,035CLA 220d Sport Executive187bhp£39,265CLA 250e AMG Line Executive215bhp£45,360Mercedes’ pre-facelift derivative range for the current CLA, back when it was introduced in 2019, was broader than it remains now, even after Mercedes UK chose not to include the entry-level 180d diesel or the four-wheel-drive 250 4Matic available elsewhere. There used to be 2.0-litre turbocharged petrol models towards the upper end of the spectrum, though, in addition to the even pokier Mercedes-AMG CLA 35 and 45.Now, however, only two mild-hybrid petrol engines remain towards the affordable end of the car’s range (CLA 180 and 200) and one diesel, the old CLA 220 and 250 having been removed from the price list. Both AMG derivatives continue, however, as do both four-door coupé and shooting brake bodystyles, while Mercedes’ 250e plug-in hybrid will remain the benefit-in-kind-friendly option for fleet drivers.
Mercedes CLA-Class with Giga Gears
Compact premium four-door coupe gets revised styling, engines and tech in mid-life update
The second-generation Mercedes-Benz CLA-Class – the German brand’s style-centred four-door coupé alternative to the compact premium mainstream – has followed the related Mercedes A-Class for the latest model year, receiving some mid-life design updates and specification tweaks.The car’s central positioning remains unchanged, however. If an upmarket hatchback is simply too ordinary for you, a compact executive saloon perhaps a shade too traditional, and a compact premium SUV simply a bigger car than you need, the CLA might have the extra desirability you crave. And it remains a more globally important Mercedes than many realise. Because while the first-generation Mercedes CLA (2013-2019) wasn’t the most common sight on UK roads compared with the A-Class or even the GLA crossover, it was the first compact front-wheel-drive Mercedes to hit the American market when it landed there in 2013. Not so long after it had, it was described by Mercedes’ regional bosses as the firm’s most successful product launch in 20 years. Over a six-year life cycle, the CLA racked up an impressive production run of some 750,000 global units.For the second-generation version, the car grew between the axles and in overall terms, becoming a shade longer than the last Mercedes C-Class saloon. Like the original CLA, it seeks to reproduce the design appeal of the bigger Mercedes CLS four-door coupé at a more affordable price and, using Mercedes’ latest MFA2 platform as a basis, shares engines, cabin architecture, suspension hardware and more with the current A-Class and B-Class.The Mercedes CLA-Class range at a glanceModelsPowerFromCLA 180 Sport Executive134bhp£34,535CLA 200 Sport Executive161bhp£36,035CLA 220d Sport Executive187bhp£39,265CLA 250e AMG Line Executive215bhp£45,360Mercedes’ pre-facelift derivative range for the current CLA, back when it was introduced in 2019, was broader than it remains now, even after Mercedes UK chose not to include the entry-level 180d diesel or the four-wheel-drive 250 4Matic available elsewhere. There used to be 2.0-litre turbocharged petrol models towards the upper end of the spectrum, though, in addition to the even pokier Mercedes-AMG CLA 35 and 45.Now, however, only two mild-hybrid petrol engines remain towards the affordable end of the car’s range (CLA 180 and 200) and one diesel, the old CLA 220 and 250 having been removed from the price list. Both AMG derivatives continue, however, as do both four-door coupé and shooting brake bodystyles, while Mercedes’ 250e plug-in hybrid will remain the benefit-in-kind-friendly option for fleet drivers.