Car review

Super-sized, supercharged, super-silly; largest Defender gets a dazzling 493bhp V8 which works shockingly well Approaching three years into the life cycle of the ‘new’ Land Rover Defender, the model range has expanded a little. As has the car.The Land Rover Defender 130 is the extra-long version of the off-roader-cum-SUV. Decades ago, back in simpler and more innocent times for Land Rover’s promotional strategy, it would have been the one that looked most at home in safari-style brochure pictures, with a cut-down roof, tourists standing in the back and some big game wandering past in the distance.Nowadays, however, the 130 is the only Defender to offer more than six seats: two up front and three in both the second and third rows (unless you plump for the five-seat Outbound variant and its van-sized rear cargo bay). It’s not available with Land Rover’s front-row jump seat, because that would make it a nine-seater and, for UK taxation purposes at least, technically a minibus. But with what Land Rover claims are eight adult-appropriate seats at its disposal and nearly 400 litres of luggage volume left over when all are in place, the 130 makes a particularly spacious and practical car in any case, even by the standards of large family SUVs.

The E-Class is a refined and relaxing return to old Mercedes qualities - a truly brilliant used purchase Many people’s experience of the W212, the fourth generation (2009-2016) of Mercedes-Benz E-Class, is probably being whisked to the airport in a saloon. Impressed by its spaciousness, refinement and deep- rooted quality, they glance at the instrument cluster to discover that it has done way over 200,000 miles. One day, they promise themselves, they will have one of these...Well, with £14,000, buying one of the last 2016-reg diesels (a Euro 6- compliant E220 Bluetec AMG Night Edition auto with a reasonable 70,000 miles), that day has come.Alternatively, the estate, with its 1950 litres of seats-down load space and self-levelling rear suspension, is only around £1000 more for the same year and spec. There’s a coupé and a convertible, too, but here we’re concerned with the saloon and estate.The model mix for buyers is skewed towards diesel saloons. Specifically, saloons outnumber estates by about three to one, while diesels outnumber petrols 13 to one. There’s a good range of diesels on offer.The four-cylinder 2.1-litre engine, available in four power outputs, is the bedrock of the line-up. We prefer the 202bhp E250 CDI’s strong performance and decent real-world economy over the slower E200 CDI and E220 CDI versions. The economy champion, the saloon and estate.The model mix for buyers is skewed towards diesel saloons. Specifically, saloons outnumber estates by about three to one, while diesels outnumber petrols 13 to one.There’s a good range of diesels on offer. The four-cylinder 2.1-litre engine, available in four power outputs, is the bedrock of the line-up. We prefer the 202bhp E250 CDI’s strong performance and decent real-world economy over the slower E200 CDI and E220 CDI versions.The economy champion, though, is the E300dh, a 228bhp 2.1-litre diesel hybrid, which can do almost 70mpg. The 3.0-litre V6 E350 CDI is quicker but much thirstier.The majority of diesels are Euro 5-compliant, but from 2014 the E220 CDI and E350 CDI, badged Bluetec, are Euro 6. The E250 CDI, meanwhile, didn’t get the Bluetec treatment and remained Euro 5 until its retirement in 2015.Turning to the petrols, logic says you should ignore the small 1.8-litre E250 CGI, but it pumps out a decent 201bhp and the few we found are low-mileage private cars with good histories. The rare 288bhp 3.5-litre V6-engined 350CGI is an interesting alternative and capable of 0-62mph in 6.8sec and 30mpg.Also interesting is the ultra-rare petrol-electric plug-in hybrid: the 2.0-litre, 6.4kWh E350e.Next up is a 5.5-litre V8. Surprisingly, given their original high list prices, the number of available E63s is well into double figures.'Facelift' doesn't describe the revisions made to the E-Class for the 2013 model year. Reputed to be the most significant revision Mercedes had yet made to a model, it cost £1 billion in development - about what an all-new model would cost.The adoption of single headlights, a simplified front grille and a refreshed interior were the obvious visual changes. They were accompanies by improvements to the engines and an increase in equipment, including a choice of suspension systems.Safety, already high, was upped by the optional driver assistance features from the S-Class.As for trims, Avantgarde and SE veer towards comfort while sportier versions, with their larger wheels and firmer suspension, offer a more jarring ride.Fortunately, on later cars, it can be partially dialled out by the various suspension modes.A BMW 5 Series will be sharper and an Audi A6 will feel at least as well built, but a well-bought, Mk4 E-Class saloon or estate will slip unobtrusively into your life, providing high levels of comfort and practicality in one desirable and durable package. Mercedes-Benz E-Class 2009-2016 common problemsEngine: There have been reports of some cars throwing their timing chains, so listen for rattles when the engine is warm. The 220 CDI and 250 CDI engines have experienced faulty Delphi fuel injectors. Check for coolant leaks on the 250 CDI.Gearbox: The automatic gearbox requires fresh fluid every three years or 50,000 miles. Check that changes are smooth at all speeds.Suspension: Depending on the system, be sure all suspension modes work. If it’s an estate, check the operation of the Airmatic self-levelling suspension. Problems may be with the suspension itself or the level sensor linkage.Brakes and tyres: The E-Class can get through front brake discs in as little as 13,000 miles. Premium-brand tyres all round suggest careful ownership.Interior: Not all Comand system sat-navs accept UK postcodes, although they can be upgraded. On Euro 6 diesels, the AdBlue tank takes the place of the spare wheel. The E-Class’s superb build quality disguises high mileage well, so check that the car hasn’t been clocked. Scrutinise the dashboard for warning lights. Make sure the climate control isn’t blowing more cold air than necessary. If it’s an estate, inspect the headlining and the load area for damage.Body: There are reports of windscreens on 2009-2015 cars being prone to cracking. Inspect the rear subframe, axle and wheel nuts for heavy corrosion. Check the condition of the auxiliary battery in the boot.

Hardcore new 911 variant generates more downforce than the GT3 Cup racer, but does it also generate fun? Midway through 2020, photos emerged of a prototype sports car bearing an inconceivably large rear aerofoil. At the time, we were unsure whether this machine was an incoming version of the Porsche 911 GT3 RS undergoing testing, or indeed a test bed for one of the race cars. In a way, the latter seemed likelier. The wing was colossal.As it happens, this prototype was, in fact, a road car and the finished article is before you now. The GT3 RS of the 992 generation is the most ambitious 911 yet intended for the public. As is tradition at Weissach, it is an evolution of the Porsche 911 GT3. The difference this time around is that so capable, advanced and searingly quick is the GT3 that many of us wondered how much room Porsche had left itself for manoeuvre for an RS. As we’ll soon detail, Porsche’s approach wasn’t more power or weight-saving but brute downforce. And boy would this car seem to deliver in that regard. The GT3 RS makes three times more downforce than the GT3. Extraordinarily, it is said to generate a similar degree of downforce to the rarefied GTE-class RSR when Porsche’s top-billing race 911 is in Le Mans trim. It is the first GT3 RS to use active aero elements at both ends and the first in which the quest for downforce extends even to the profile of the suspension wishbones. This car also marks the debut of new in-cockpit controls for the dampers and differential. Clearly, the new GT3 RS sets out to redefine the track-day 911. On paper it is a fascinating machine and in the flesh looks wilder than even serial owners of previous GT3 RS iterations could have predicted. But is it all too much? Has Porsche sacrificed everything to achieve ultimate lap time, or have Andreas Preuninger and his team somehow crafted a car of truly unprecedented focus but also genuine, 911-style breadth and usability? Time to find out.The Porsche 911 range at a glanceModelsPowerFromCarrera380bhp£97,000Carrera 4380bhp£103,000Carrera T380bhp£107,700Carrera S444bhp£110,000Carrera 4S444bhp£116,000Carrera 4 GTS473bhp£128,000Turbo573bhp£159,000Turbo S641bhp£180,600GT3503bhp£146,400GT3 RS518bhp£192,600S/T518bhp£231,600Gt3 R racing car558bhp€613,000Even ignoring the Porsche 911 Dakar and Turbo-engined Sport Classic, the current 911 line-up is enormously broad. The GT3 RS is the most track-oriented, and with Porsche struggling to homologate a version of the GT2 RS for the 992, it’s possible it will remain that this, although nothing is certain.

Kia's Rio-based SUV is short on personality and interior finesse but it's one of the better-handling cars in its class Funny name, the Kia Stonic, isn’t it? It actually comes from the words ‘speedy’ and ‘tonic’. This blending of words is supposed to evoke youthfulness and fun, according to Kia. It's evoked plenty of reactions, that’s for sure.  But it's a good thing that the Kia stands out from the crowd – yes, crowd – because the small SUV market is one of the largest in the automotive space. In fact, since the Kia Stonic arrived in 2017, the compact crossover market has more than doubled in size – and that’s why almost every mainstream manufacturer (and even the odd premium brand) offers what is effectively a supermini on stilts. At present, the key players in the field are the Ford Puma, Nissan Juke, Peugeot 2008 and the Stonic’s cousin, the Hyundai Kona. But with a smorgasbord of models filling the B-segment SUV buffet table, there is a question mark as to how many more platters it can take. We’re told that those in the market for a soft-roader are typically uninterested by ruggedness and capability, but are instead after a hatchback-sized car – and they’ve decided that a five-door Volkswagen Golf or Ford Focus is a little too big for their needs. Buyers want a high seating position that brings with it good visibility; a well-proportioned boot that’s good enough for the Friday big shop; and enough room in the back for children. But crucially, they want all this goodness in a lighter, more economical setting than the average family hatchback. The appeal of a modern crossover is a strong draw, and they like the idea of not following the mainstream of owning a five-door family hatchback. And it's for these reasons that many will arrive at the doorstep of a Kia dealership and drive away in a Stonic instead of a Xceed. 

Stuttgart continues to expand its family of luxury electric cars with another big SUV There’s something reassuringly, quintessentially Mercedes-Benz about the name of the company’s latest electric car. It’s an SUV version of the Mercedes EQE saloon, so it has been called the EQE SUV – natürlich.Its mechanical specification is equally rational. Like the Mercedes EQE and the Mercedes EQS duo, it’s based on Mercedes’ Electric Vehicle Architecture, and it offers familiar motive machinery. A trio of dual-motor, four-wheel-drive models have been confirmed for the UK, making 288bhp (EQE 350 4Matic), 402bhp (EQE 500 4Matic) and 469bhp (AMG EQE 43 4Matic). Nothing is unusual about its smooth, rounded design, either. In fact, with a drag coefficient of 0.25, it’s Mercedes’ most aerodynamically efficient SUV to date. New wind-cheating developments include patented elements within the front wheelhouses and a flat belly with various tuning vanes. And along with the standard look, there are of course two sporty AMG Line packages, plus a wide array of alloy wheels, ranging from 19in to 22in.It perhaps goes without saying that the EQE SUV is roughly the same length as the combustion-engined GLE, at 4863mm, with a similarly long wheelbase, but it’s also significantly narrower, at 1849mm, and lower, at 1686mm. And you will not be surprised to learn that the cabin is similar in style to that of the EQE saloon, with most of its materials fittingly upmarket in feel, quality and ambience. As standard, you get a 12.3in digital instrument display and a 12.8in portrait infotainment touchscreen; or for £7995 you can have three screens blended into the dash-spanning 56.0in Hyperscreen. The flat floor combines with the long wheelbase to give a good deal of accommodation, particularly in the rear, with passengers enjoying lots of leg, head and shoulder room.  At 520 litres, the boot is 90 litres down on the EQS SUV’s, although an adjustable rear backrest can be set more upright to liberate an extra 60 litres. It’s a broad and flat space, although it has a high loading lip, because one of the two electric motors is mounted at the rear axle.The entry-level 350 represents the sweet spot in the EQE SUV line-up. With a kerb weight of 2580kg, performance is strong but hardly overwhelming. Its 564lb ft of instant torque does result in abrupt initial acceleration, but it tails off quite markedly as rolling forces build. The drivetrain is terrifically refined, exceptionally smooth and vibration-free. The car’s slippery shape also ensures wind noise and buffeting around the mirrors stay at a minimum even on the motorway. The EQE SUV is the first Mercedes EV to receive a disconnect unit, which at low speeds in Comfort and Eco driving modes disconnects the front motor from the drive process (could you guess?), minimising mechanical drag losses for a 6% reduction in energy consumption. As we now expect of any premium EV, the EQE SUV also receives a heat pump in place of a regular air-con unit, bringing another 10% drop in consumption in cooler weather. With official economy of 2.8-3.4 miles per kWh, the EQE 350 SUV’s 89kWh battery offers up to 342 miles of range. It can be charged at 22kW by an AC wallbox or 170kW by a DC rapid charger – rather lacking when Kia’s latest EVs can handle 350kW.A double-wishbone front and multi-link rear steel-sprung standard suspension is mated with stroke-dependent dampers, while the optional Airmatic air suspension uses single-chamber plungers to give adjustable ride height and constant self-levelling.Fitted with the latter set-up, the EQE SUV is agreeably comfortable, with a generally absorbent ride in Eco, Comfort and Normal modes.  With precise, lightly weighted steering, the EQE SUV proves undemanding in everyday urban driving. Here, the extra benefits of the optional rear-wheel steering system become apparent also: impressive manoeuvrability and a tight (10.5-metre) turning circle for such a sizeable machine.Selecting Sport mode adds weight to the steering and an underlying firmness to the ride, ramping up the interaction and body control. There’s substantial mass at play, but the EQE SUV is nevertheless quite agile, with reasonable amounts of grip and excellent traction. It also suppresses vertical movements well over winding and undulating country roads.  Less well resolved is braking action. The pedal desperately lacks in feel, and there’s an odd movement to it as the brakes are pre-tensioned and ultimately triggered by the energy-regeneration function. Although the EQE SUV’s towing capacity won’t woo any countryside dwellers, at just 1800kg, its off-road capability just might. Its 169mm of ground clearance can be increased by 25mm with an optional Off-Road pack on Airmatic cars, plus there’s an optional ‘transparent bonnet’ function that displays the terrain beneath you on the touchscreen.So, the EQE SUV would be a very likeable and easy car for anyone to live with, its many positives outnumbering the odd negative. On the strength of this first drive, it’s Mercedes’ best EV yet – although at £99,260, a very expensive one too.