Car review
Car review
Maserati's V8 gets one last hurrah in the Ghibli saloon.
We can expect a lot more cars like the Maserati Ghibli 334 Ultima across the next decade.Farewell special editions that wave goodbye to powertrains being mercilessly guillotined by the robust electrification strategies most European carmakers have laid down. Which is the unabridged way to say you’re looking at the last V8 Maserati.And the last Ghibli, at least for now. It’s a whole decade since the badge appeared for a third time to launch Maserati’s first genuine crack at the mainstream. Prices started below fifty grand and there was even a diesel, but the car didn’t truly fulfil either of its briefs – here was a less exciting flavour of Maserati that still trailed its rivals at the sensible stuff.Still, we’ll never complain about esoteric alternatives being injected into straightlaced sectors – and it at least elevated the brand’s sales figures out of obscurity and prepared us for the advent of Trident-badged SUVs.It took until the model’s sunset years for more than six cylinders to find their way under the engine bay, tough, the recent Ghibli Trofeo acquiring a rather special 3.8-litre twin-turbocharged V8 that’s essentially a cross-plane cranked, wet-sumped and shorter-stroked version of Ferrari’s ‘F154’ engine, used in an abundance of cars including the heavy-hitting Ferrari 488 Pista.It's not hiding beneath a party-pooping plastic cover, either, Maserati giving full billing to its eye-catching crackle-finish. The ‘334’ in its name has nothing to do with the engine though, oddly, but rather its top speed in km/h, one single unit over a Bentley Flying Spur Speed and enough to crown it ‘world’s fastest four-door’ – at least outside the stable doors of Brabus.Its princely 207mph peak is 5mph up on standard and achieved chiefly through a new tyre compound, a subtle carbon rear spoiler and around 20kg of weight savings (albeit not officially homologated); its new 21in wheels are lighter while some of the ADAS safety equipment has gone AWOL and the glovebox is now manual rather than electric. We imagine you’ll cope.
Maserati Ghibli 334 Ultima – Giga Gears: A Powerful Combination
Maserati's V8 gets one last hurrah in the Ghibli saloon.
We can expect a lot more cars like the Maserati Ghibli 334 Ultima across the next decade.Farewell special editions that wave goodbye to powertrains being mercilessly guillotined by the robust electrification strategies most European carmakers have laid down. Which is the unabridged way to say you’re looking at the last V8 Maserati.And the last Ghibli, at least for now. It’s a whole decade since the badge appeared for a third time to launch Maserati’s first genuine crack at the mainstream. Prices started below fifty grand and there was even a diesel, but the car didn’t truly fulfil either of its briefs – here was a less exciting flavour of Maserati that still trailed its rivals at the sensible stuff.Still, we’ll never complain about esoteric alternatives being injected into straightlaced sectors – and it at least elevated the brand’s sales figures out of obscurity and prepared us for the advent of Trident-badged SUVs.It took until the model’s sunset years for more than six cylinders to find their way under the engine bay, tough, the recent Ghibli Trofeo acquiring a rather special 3.8-litre twin-turbocharged V8 that’s essentially a cross-plane cranked, wet-sumped and shorter-stroked version of Ferrari’s ‘F154’ engine, used in an abundance of cars including the heavy-hitting Ferrari 488 Pista.It's not hiding beneath a party-pooping plastic cover, either, Maserati giving full billing to its eye-catching crackle-finish. The ‘334’ in its name has nothing to do with the engine though, oddly, but rather its top speed in km/h, one single unit over a Bentley Flying Spur Speed and enough to crown it ‘world’s fastest four-door’ – at least outside the stable doors of Brabus.Its princely 207mph peak is 5mph up on standard and achieved chiefly through a new tyre compound, a subtle carbon rear spoiler and around 20kg of weight savings (albeit not officially homologated); its new 21in wheels are lighter while some of the ADAS safety equipment has gone AWOL and the glovebox is now manual rather than electric. We imagine you’ll cope.
Car review
The Japanese firm's smallest machine yet is a hybrid-powered compact crossover. Can it excel in an underserved area of the market?
The Lexus LBX may be the smallest Lexus yet, but it’s a big deal for the company. In fact, its bold ambitions are hidden in plain sight in its name: LBX stands for Lexus Breakthrough Crossover.For now, let’s skip over the pedant-bothering detail that this car is therefore technically called the Lexus Lexus Breakthrough Crossover and instead focus on the ‘breakthrough’ element.This is the first compact premium car developed by the Toyota group (well, unless you count the Aston Martin Cygnet...) and has a real focus on growing Lexus sales in Europe.The brand expects the LBX to account for around a third of its total sales volume in the UK next year, instantly becoming its best-selling model and playing a key role in breaking through the barrier of 20,000 annual sales. It was engineered in Japan, but the focus has very much been on this region.Bosses say the LBX is aimed at young urban professionals, suggesting this is a premium car you can feel comfortable driving in jeans and trainers – which makes us wonder if they think people put on tuxedos to drive their Lexus RZs. We could also see it proving popular with existing Lexus owners looking to downsize, perhaps because their kids have left home so they no longer need that sizeable RX.
Lexus LBX: Unveiling the Giga Gears
The Japanese firm's smallest machine yet is a hybrid-powered compact crossover. Can it excel in an underserved area of the market?
The Lexus LBX may be the smallest Lexus yet, but it’s a big deal for the company. In fact, its bold ambitions are hidden in plain sight in its name: LBX stands for Lexus Breakthrough Crossover.For now, let’s skip over the pedant-bothering detail that this car is therefore technically called the Lexus Lexus Breakthrough Crossover and instead focus on the ‘breakthrough’ element.This is the first compact premium car developed by the Toyota group (well, unless you count the Aston Martin Cygnet...) and has a real focus on growing Lexus sales in Europe.The brand expects the LBX to account for around a third of its total sales volume in the UK next year, instantly becoming its best-selling model and playing a key role in breaking through the barrier of 20,000 annual sales. It was engineered in Japan, but the focus has very much been on this region.Bosses say the LBX is aimed at young urban professionals, suggesting this is a premium car you can feel comfortable driving in jeans and trainers – which makes us wonder if they think people put on tuxedos to drive their Lexus RZs. We could also see it proving popular with existing Lexus owners looking to downsize, perhaps because their kids have left home so they no longer need that sizeable RX.
Car review
Second generation of Toyota's smash-hit crossover gains sharper styling and a new plug-in hybrid powertrain
The Toyota C-HR looks like a trainer you would see on display in a shopping outlet, carrying the logo of a big-name brand but with a funky design and in a garish colour. Do you buy it for the brand and live with the design? The looks will be polarising but credit to Toyota for managing to give the second-generation C-HR even more character than the first, in addition to proportions that can be appreciated by anyone. The C-HR was the car to kick-start the era of more visually interesting and dynamically involving mainstream Toyotas and it’s really run with the theme this time around.The new C-HR is the follow-up to a model that sat fourth on the brand’s best-sellers list behind the Toyota Yaris, Toyota Yaris Cross and Toyota Corolla. Toyota says the C-HR has been made to appeal to European buyers and is targeting sales of 160,000 units per year, around 10% of which is set to come from the UK. Most significantly, the C-HR has been by far Toyota’s most successful car in winning over new customers: 59% of C-HR drivers switched from another brand.A key to that success has been how well the C-HR was positioned in the European market. Its mix of sharp styling and coupé-crossover shape helped it to find a genuinely rare space at the small end of the C-SUV market (think Volkswagen T-Roc and Kia Niro).This is our third go in the C-HR but our first in the UK; we previously drove a late pre-production plug-in hybrid on a proving ground and the hybrid version in Spain. On our roads and in its final UK spec, it excels dynamically and is one of the better and most interesting small SUVs you can buy in a class full of identikit options.Additional driving impressions by James Attwood and Mark Tisshaw
Toyota C-HR: Introducing Giga Gears
Second generation of Toyota's smash-hit crossover gains sharper styling and a new plug-in hybrid powertrain
The Toyota C-HR looks like a trainer you would see on display in a shopping outlet, carrying the logo of a big-name brand but with a funky design and in a garish colour. Do you buy it for the brand and live with the design? The looks will be polarising but credit to Toyota for managing to give the second-generation C-HR even more character than the first, in addition to proportions that can be appreciated by anyone. The C-HR was the car to kick-start the era of more visually interesting and dynamically involving mainstream Toyotas and it’s really run with the theme this time around.The new C-HR is the follow-up to a model that sat fourth on the brand’s best-sellers list behind the Toyota Yaris, Toyota Yaris Cross and Toyota Corolla. Toyota says the C-HR has been made to appeal to European buyers and is targeting sales of 160,000 units per year, around 10% of which is set to come from the UK. Most significantly, the C-HR has been by far Toyota’s most successful car in winning over new customers: 59% of C-HR drivers switched from another brand.A key to that success has been how well the C-HR was positioned in the European market. Its mix of sharp styling and coupé-crossover shape helped it to find a genuinely rare space at the small end of the C-SUV market (think Volkswagen T-Roc and Kia Niro).This is our third go in the C-HR but our first in the UK; we previously drove a late pre-production plug-in hybrid on a proving ground and the hybrid version in Spain. On our roads and in its final UK spec, it excels dynamically and is one of the better and most interesting small SUVs you can buy in a class full of identikit options.Additional driving impressions by James Attwood and Mark Tisshaw
Car review
The all-rounder that Volvo used to woo people away from premium brands can now be had from just £3k
Amazon, P1800, 960, 850 T5-R… Sweden knows how to make a cult hero. But with the Volvo V40, the firm could have been accused of mislaying the recipe, even though the Cross Country version did make an appearance in cult TV detective series Midsomer Murders.Okay, you’re not convinced, but get this: today, the V40 has a surprisingly large and loyal following among those who, we assume, are attracted by its sleek looks, deep quality and, crucially, unshowy – read: ‘not German’ – heritage.On that last point, why else would someone forgo the superior driving experience and practicality of something such as the Audi A3 Sportback? Price, perhaps?True, a V40 is slightly cheaper by around £1000 and comes with a little bit more kit. In these costly times that might swing it, but we prefer to imagine Volvo’s less assertive image is responsible, too.The V40 had a job on its hands when it landed a little over 10 years ago. Under the stewardship of new company owner Zhejiang Geely Holding Group, Volvo was finding its feet.Bosses wanted the V40 to make its mark on the premium end of the family hatchback market. Being based on the Ford Focus was a good start, and until 2015 the V40 also shared that model’s petrol and diesel engines, including, in the T5 version, the five-cylinder 2.5 from the Focus ST.From 2015, Volvo began fitting its own engines. The T5, for example, gained a new, 2.0-litre four-pot, albeit one still making around the same 245bhp.Ensuring the V40 had all the bases covered was the aforementioned crossover version, the V40 Cross Country. Riding 40mm higher and tted with decorative body mouldings, it looked the part but is no off-roader.Only the T5 version got four-wheel drive. It’s easy to mock crossovers like it, but just look how much positive attention a Volkswagen Polo Dune or even a Rover Streetwise attracts today.A 2016 facelift brought a redesigned grille, Volvo’s new ‘Thor’-shaped daytime-running lights from the XC90 and some new wheel styles and colours, but the tweaks weren’t enough to keep much-improved rivals, the A3 and the Mercedes A-Class, off its back, and it did solid but quiet business until production ceased in 2019.The popular the V40 was with private as well as company buyers is that there are almost as many used petrols on the market as there are diesels. Hurry and you might just be able to bag a used V40 under Volvo’s Selekt approved used programme (for cars up to ve years old).At the time of writing, it also included two years’ free servicing and warranty cover. As a sensible Jaguar X-Type- and Rover 75-driving copper, that’s something of which Midsomer Murders’ Tom Barnaby would certainly approve.Volvo V40 2012-2019 common problemsEngine: Poor running and increased fuel consumption on the 2.0-litre D4 diesel may point to a faulty EGR valve. Servicing is every 18,000 miles or 12 months, with the exception of the D2, which is 12,500 miles/12 months. All engines have a timing belt that requires scheduled changing.Transmission: Some later six-speed manual ’boxes exhibited clutch issues. Also, listen out for the clutch pedal creaking. The earlier Ford Powershift autos attract criticism (for hesitant changes), but not so the later Aisin ’box. Suspension and wheels: The lacquer on diamond-cut alloys fitted to R-Design models is prone to peeling and is expensive to put right.Brakes: In common with most cars, fluid changes are every two years. Check they have been carried out.Body: Rear door locks can be troublesome on pre-2015 cars. Electric mirrors can refuse to fold. Like many cars, the paint chips easily. LED headlights from 2016 are a big improvement.Interior: Listen for rattles from the centre console; dealers have a fix. Rear visibility isn’t great, so be sure the car has rear parking sensors or a camera.
Volvo V40 2012-2019 Review: Giga Gears Used Car
The all-rounder that Volvo used to woo people away from premium brands can now be had from just £3k
Amazon, P1800, 960, 850 T5-R… Sweden knows how to make a cult hero. But with the Volvo V40, the firm could have been accused of mislaying the recipe, even though the Cross Country version did make an appearance in cult TV detective series Midsomer Murders.Okay, you’re not convinced, but get this: today, the V40 has a surprisingly large and loyal following among those who, we assume, are attracted by its sleek looks, deep quality and, crucially, unshowy – read: ‘not German’ – heritage.On that last point, why else would someone forgo the superior driving experience and practicality of something such as the Audi A3 Sportback? Price, perhaps?True, a V40 is slightly cheaper by around £1000 and comes with a little bit more kit. In these costly times that might swing it, but we prefer to imagine Volvo’s less assertive image is responsible, too.The V40 had a job on its hands when it landed a little over 10 years ago. Under the stewardship of new company owner Zhejiang Geely Holding Group, Volvo was finding its feet.Bosses wanted the V40 to make its mark on the premium end of the family hatchback market. Being based on the Ford Focus was a good start, and until 2015 the V40 also shared that model’s petrol and diesel engines, including, in the T5 version, the five-cylinder 2.5 from the Focus ST.From 2015, Volvo began fitting its own engines. The T5, for example, gained a new, 2.0-litre four-pot, albeit one still making around the same 245bhp.Ensuring the V40 had all the bases covered was the aforementioned crossover version, the V40 Cross Country. Riding 40mm higher and tted with decorative body mouldings, it looked the part but is no off-roader.Only the T5 version got four-wheel drive. It’s easy to mock crossovers like it, but just look how much positive attention a Volkswagen Polo Dune or even a Rover Streetwise attracts today.A 2016 facelift brought a redesigned grille, Volvo’s new ‘Thor’-shaped daytime-running lights from the XC90 and some new wheel styles and colours, but the tweaks weren’t enough to keep much-improved rivals, the A3 and the Mercedes A-Class, off its back, and it did solid but quiet business until production ceased in 2019.The popular the V40 was with private as well as company buyers is that there are almost as many used petrols on the market as there are diesels. Hurry and you might just be able to bag a used V40 under Volvo’s Selekt approved used programme (for cars up to ve years old).At the time of writing, it also included two years’ free servicing and warranty cover. As a sensible Jaguar X-Type- and Rover 75-driving copper, that’s something of which Midsomer Murders’ Tom Barnaby would certainly approve.Volvo V40 2012-2019 common problemsEngine: Poor running and increased fuel consumption on the 2.0-litre D4 diesel may point to a faulty EGR valve. Servicing is every 18,000 miles or 12 months, with the exception of the D2, which is 12,500 miles/12 months. All engines have a timing belt that requires scheduled changing.Transmission: Some later six-speed manual ’boxes exhibited clutch issues. Also, listen out for the clutch pedal creaking. The earlier Ford Powershift autos attract criticism (for hesitant changes), but not so the later Aisin ’box. Suspension and wheels: The lacquer on diamond-cut alloys fitted to R-Design models is prone to peeling and is expensive to put right.Brakes: In common with most cars, fluid changes are every two years. Check they have been carried out.Body: Rear door locks can be troublesome on pre-2015 cars. Electric mirrors can refuse to fold. Like many cars, the paint chips easily. LED headlights from 2016 are a big improvement.Interior: Listen for rattles from the centre console; dealers have a fix. Rear visibility isn’t great, so be sure the car has rear parking sensors or a camera.
Car review
An Italian Boxster from £40k for the tarmac-loving Alfisti - here's what to check and avoid
Ten years since it was launched, the Alfa Romeo 4C still turns heads, still quickens pulses, still provokes debate.In the intervening years, the Alpine A110 has arrived and proved that it’s possible to have as much fun but be comfortable, too.Yet it doesn’t pluck the heartstrings in the same way, at least if your ticker is stamped ‘Alfa Romeo’. Production of the 4C ran from 2013 to 2020, and today there are only about 475 examples in the UK.For some years, few used ones came to market, but just recently more have begun to emerge. As this was written, around 20 were being offered at prices starting from £40,000. That compares with £35,000 two years ago.Proving that Alfisti prefer to drive their cars than salt them away, many have done reasonable mileages, a few around 30,000.The 4C was offered in two flavours: original coupé and Spider, the latter launched in 2015 with a sticker price of £59,500 over the coupé’s £52,000.They are constructed around a strong yet light carbonfibre tub with aluminium subframes front and rear. The body panels are made of a composite material that flexes on impact and doesn’t dent, although it will tear if struck hard enough.The steering is unassisted and the suspension by a double-wishbone arrangement at the front and MacPherson struts behind. The engine is a mid-mounted 1.75-litre turbo petrol four-pot.It produces 237bhp and drives the rear wheels through, when it behaves, a lightning-quick, six-speed dual-clutch automatic transmission.With the coupé weighing only 925kg and the Spider 1080kg, 0-62mph takes 4.5sec, but its in-gear acceleration impresses more.At launch, the 4C attracted mixed press. Everyone loved its looks and rawness, but a few testers, including Autocar’s, criticised its unruly handling and steering on all but handling and steering on all but the smoothest of surfaces. Alfa took note and recalled early cars for tweaks to their geometry.The first coupés could be ordered in Launch Edition trim, offering unique paint colours, 18in and 19in forged teledial wheels in place of the standard cast 17in and 18in items, carbon-surround bi-LED headlights, specially calibrated suspension and a ‘Race’ exhaust.The launch of the Spider ushered in further steering and geometry improvements and even a rear anti-roll bar, plus an upgraded interior featuring leather trim. It gained improved headlights, too. Subsequently, these tweaks were shared with the coupé. To celebrate 50 years since the Duetto’s starring role in The Graduate, a special edition Spider with the larger wheels, a race exhaust, carbon bits and special colours arrived in 2016.A very limited-run Competizione C4 edition followed in 2018, then in 2019 it was all over for the coupé and a year later for the Spider.Options included an Akrapovic exhaust (rare but desirable) and a Race Pack featuring a loud race exhaust, uprated suspension and those larger 18in and 19in wheels.There are many aftermarket upgrades, including those by the respected Alfa Workshop. Joe Quinn at Supercar Sourcing has owned a few 4Cs and reckons the one to have is a 2017 coupé or Spider in Rosso red with teledial wheels and black leather.With more 4Cs looking for new homes, now is the time to buy before prices rise further.Alfa Romeo 4C common problems Engine: It’s proving to be reliable, even past 70,000 hard-driven miles. With the quiet, standard exhaust fitted, you can at least hear all is well with the turbo, pulley tensioner and valves, but the optional racing exhaust is more thrilling. Service intervals are every 12,000 miles or 12 months. Jobs include general bolt tightening, although some owners say this is not necessary. The timing belt should be changed every 60,000 miles or five years.There are increasing reports of the alternator failing and the battery management module wrongly telling the car its battery isn’t fully charged.Exhaust: Listen for the standard system vibrating badly at idle (a problem likely to be caused by a perished flexi-pipe) and also for the silencer blowing.Gearbox: Check the TCT thoroughly on the test drive. Changes should be quick. Any hesitation, random selection or even the ’box going into neutral should be cured by restarting the car several times to clear the fault codes or a dealer software or firmware update, but if the problem lingers, hurry away.One or two owners have reported lumpy downchanges on a closed throttle in auto and manual modes and even ‘slipping’ between gears.Chassis, wheels and suspension: Check workshop receipts for evidence of periodic bolt-tightening. Subframes are the only parts that rust. On an early car, turn the steering wheel listening for creaking, most likely from the main bushes on the lower wishbones. The whole assembly has to be replaced, but fortunately the bushes were upgraded on later models. Owners rate Michelin Pilot Super Sport tyres over the original Pirelli P Zeros for their less nervy handling.Body: The composite body is soft and returns to shape after a casual knock, but the paint (especially the red) is also soft and chips and scratches easily. The presence of protection film on the nose and wings suggests a careful owner. Check the central rear brake light’s LEDs work. Interior: Check the deep sills for knocks and scrapes and the dashboard for delamination or ‘bubbling’. As our summers become hotter, this last issue may become more common. It’s unsightly and expensive to put right.
“Alfa Romeo 4C 2013-2018 Review: Giga Gears Used Car Analysis”
An Italian Boxster from £40k for the tarmac-loving Alfisti - here's what to check and avoid
Ten years since it was launched, the Alfa Romeo 4C still turns heads, still quickens pulses, still provokes debate.In the intervening years, the Alpine A110 has arrived and proved that it’s possible to have as much fun but be comfortable, too.Yet it doesn’t pluck the heartstrings in the same way, at least if your ticker is stamped ‘Alfa Romeo’. Production of the 4C ran from 2013 to 2020, and today there are only about 475 examples in the UK.For some years, few used ones came to market, but just recently more have begun to emerge. As this was written, around 20 were being offered at prices starting from £40,000. That compares with £35,000 two years ago.Proving that Alfisti prefer to drive their cars than salt them away, many have done reasonable mileages, a few around 30,000.The 4C was offered in two flavours: original coupé and Spider, the latter launched in 2015 with a sticker price of £59,500 over the coupé’s £52,000.They are constructed around a strong yet light carbonfibre tub with aluminium subframes front and rear. The body panels are made of a composite material that flexes on impact and doesn’t dent, although it will tear if struck hard enough.The steering is unassisted and the suspension by a double-wishbone arrangement at the front and MacPherson struts behind. The engine is a mid-mounted 1.75-litre turbo petrol four-pot.It produces 237bhp and drives the rear wheels through, when it behaves, a lightning-quick, six-speed dual-clutch automatic transmission.With the coupé weighing only 925kg and the Spider 1080kg, 0-62mph takes 4.5sec, but its in-gear acceleration impresses more.At launch, the 4C attracted mixed press. Everyone loved its looks and rawness, but a few testers, including Autocar’s, criticised its unruly handling and steering on all but handling and steering on all but the smoothest of surfaces. Alfa took note and recalled early cars for tweaks to their geometry.The first coupés could be ordered in Launch Edition trim, offering unique paint colours, 18in and 19in forged teledial wheels in place of the standard cast 17in and 18in items, carbon-surround bi-LED headlights, specially calibrated suspension and a ‘Race’ exhaust.The launch of the Spider ushered in further steering and geometry improvements and even a rear anti-roll bar, plus an upgraded interior featuring leather trim. It gained improved headlights, too. Subsequently, these tweaks were shared with the coupé. To celebrate 50 years since the Duetto’s starring role in The Graduate, a special edition Spider with the larger wheels, a race exhaust, carbon bits and special colours arrived in 2016.A very limited-run Competizione C4 edition followed in 2018, then in 2019 it was all over for the coupé and a year later for the Spider.Options included an Akrapovic exhaust (rare but desirable) and a Race Pack featuring a loud race exhaust, uprated suspension and those larger 18in and 19in wheels.There are many aftermarket upgrades, including those by the respected Alfa Workshop. Joe Quinn at Supercar Sourcing has owned a few 4Cs and reckons the one to have is a 2017 coupé or Spider in Rosso red with teledial wheels and black leather.With more 4Cs looking for new homes, now is the time to buy before prices rise further.Alfa Romeo 4C common problems Engine: It’s proving to be reliable, even past 70,000 hard-driven miles. With the quiet, standard exhaust fitted, you can at least hear all is well with the turbo, pulley tensioner and valves, but the optional racing exhaust is more thrilling. Service intervals are every 12,000 miles or 12 months. Jobs include general bolt tightening, although some owners say this is not necessary. The timing belt should be changed every 60,000 miles or five years.There are increasing reports of the alternator failing and the battery management module wrongly telling the car its battery isn’t fully charged.Exhaust: Listen for the standard system vibrating badly at idle (a problem likely to be caused by a perished flexi-pipe) and also for the silencer blowing.Gearbox: Check the TCT thoroughly on the test drive. Changes should be quick. Any hesitation, random selection or even the ’box going into neutral should be cured by restarting the car several times to clear the fault codes or a dealer software or firmware update, but if the problem lingers, hurry away.One or two owners have reported lumpy downchanges on a closed throttle in auto and manual modes and even ‘slipping’ between gears.Chassis, wheels and suspension: Check workshop receipts for evidence of periodic bolt-tightening. Subframes are the only parts that rust. On an early car, turn the steering wheel listening for creaking, most likely from the main bushes on the lower wishbones. The whole assembly has to be replaced, but fortunately the bushes were upgraded on later models. Owners rate Michelin Pilot Super Sport tyres over the original Pirelli P Zeros for their less nervy handling.Body: The composite body is soft and returns to shape after a casual knock, but the paint (especially the red) is also soft and chips and scratches easily. The presence of protection film on the nose and wings suggests a careful owner. Check the central rear brake light’s LEDs work. Interior: Check the deep sills for knocks and scrapes and the dashboard for delamination or ‘bubbling’. As our summers become hotter, this last issue may become more common. It’s unsightly and expensive to put right.