2018 Audi A6 review (video)

SOMETIMES, Audi seems to be working on some kind of automotive countdown. Hot on the heels of the new A8, which launched last year, and the new A7, which arrived earlier this year, here comes the new A6.

It’s the company’s rival for the likes of the BMW 5-series, Mercedes E-class and Jaguar XF, and it’s very much a case of “Honey, I shrunk the A8”. Much of the quality and technology from Audi’s flagship limo is now available in this smaller — and less expensive — executive car.

It may be less barge-like but it’s immediately obvious that the A6 looks very like its larger brother. There’s the same huge grille, flanked by a choice of three different types of headlight, and the rear end is dominated by a massive strip of chrome between the lights.

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Inside, too, you can’t help feeling there’s been a lot of copying and pasting from the A8’s cabin — and that’s no bad thing. Almost eerywhere you look, you’ll find materials of the very high quality. The technology is really impressive, too, with two digital displays on the centre console.

You have to be a proper nit-picker to find much to complain about, but so this website’s editor doesn’t accuse me of lacking a critical eye, a few bits of trim seem a little below par, the roof-lining feels a bit cheap and the touchscreen needs a firm prod before it’ll respond, but that’s about it. [That wasn’t so hard, was it? — Ed.]

When it comes to comfort, though, the A6 is second to none in its class. Not only is there a huge amount of room in the front, there’s even more head, leg and shoulder room in the back of this new model than in the old model. And that was Tardis-like in itself.

Admittedly, the boot is only about the same size as the previous A6’s, but that still just about exactly matches what you’ll find in its rivals.

On the road, the A6 majors on comfort and refinement, and you’ll be hard-pushed to find something that’s as quiet on the motorway. It’s helped by the optional air suspension that was fitted to the car we drove and smooths out bumps superbly.

But although this is a big, heavy, comfortable car, it’s also surprisingly capable when you head away from the highway.

Our test car also had the optional four-wheel steering system, and that has two benefits: around town, by turning the rear wheels in the opposite direction to the fronts, it makes the car easier to manoeuvre; then, at high speed on the open road, all four wheels turn in the same direction, making the car more stable.

Combine this with grippy quattro four-wheel drive, strong performance from the 3-litre V6 petrol engine and a smooth seven-speed dual-clutch automatic transmission, and the result is a car that can cross country far quicker and safer than you might expect of such a big lump of metal and leather.

As you might have guessed from the number of times the word “optional” appears above, the biggest challenge for any prospective A6 buyer is self-restraint. With so much of the most desirable equipment only available as options, it’s all too easy for you to end up with a very costly A6 on your drive.

Mind you, the car certainly feels worth it. This is the most luxurious car of its type, and so good that you almost wonder why Audi — or you, for that matter — need bother with the A8.

Click to see how much you can save on a new car at carwow

Audi A6 rivals

BMW 5 Series
Price £36,715 – £52,210 but save £5,837 on average at carwow

Mercedes E-Class
Price £36,070 – £62,055 but save £7,088 on average at carwow

If you want a more affordable alternative, try the…

Mercedes CLA
Price £26,495 – £41,590 but save £4,648 on average at carwow

The post 2018 Audi A6 review (video) appeared first on Sunday Times Driving.

source https://www.driving.co.uk/car-reviews/2018-audi-a6-review-video/

Skoda Karoq 2.0 TDI 4×4 review (2018-on)

THE IDEA of never growing up can seem appealing when you’re young and have your head buried in J. M. Barrie’s Peter Pan. But the reality is we all have to act our age, and not our shoe size, even if you’re a slightly alternative car company with cars that have zany names like Yeti, Roomster and Superb.

Skoda recently turned that corner and started knuckling down, like a student realising that exams are fast approaching and pound-a-pint nights in the uni bar are probably not the best environment for revision.

Steered by executives at the Volkswagen Group – some of the most grey suited, sensible individuals in the motor industry – Skoda is spreading its wings, with a new range of cars that are more mainstream.

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‘Sell more cars; hire Paloma Faith to help’ is the gist of the business plan. So quirky models like the Yeti have been ruthlessly culled. In its place come not one but two SUVs (sport utility vehicles); the big, seven-seat Kodiaq and the medium-sized, five-seat Karoq, reviewed here.

Last year, one in five cars sold in Britain was an SUV, and there’s no end in sight to the growth of this part of the car market. So even a Yeti owner can appreciate why the Czech company has steered toward a mainstream approach.

And to look at, the Karoq really is mainstream. Park it alongside a Volkswagen T-Roc and Seat Ateca outside a supermarket car park, cover up the badges and grilles, and ask people to identify the cars and the chances are they couldn’t tell them apart.

However, the family resemblance is undoubtedly reassuring to many drivers, who probably approach the Karoq with the mindset of “It’s a Volkswagen, only cheaper.” That’s almost what it is, but it’s a surprise to find that, actually, there’s precious little difference in price.

So, here’s a car that competes for your hard-earned money against the likes of the Audi Q2, Honda HR-V, Mini Countryman and Toyota C-HR. Prices start from £20,880, you get a three-year warranty and the Karoq should be able to cope with the challenges that the typical family will throw at an SUV – spilt coffee, squashed raisins, kicked seats, nauseous children and smelly dogs.

Here we’re reviewing the popular 2.0 TDI diesel engine, with four-wheel drive, a manual gearbox and posh Edition trim. For drivers interested in a petrol-powered model, see this review of the new 1.5-litre TSI.

Skoda Karoq review (2017-on)

Everything about the Karoq’s interior has been learned at the school of Volkswagen, which means it bears a passing resemblance to any number of VW and Seat cars.

The quality and fit and finish is good in all the right places, the large 9.2” touchscreen is excellent, there is Apple CarPlay and the optional Canton sound system gives mum and dad no excuse for not pumping out the kids’ latest Now That’s What I Call Music compilation album for all the family to sing along to/become increasingly annoyed by.

There’s plenty of cabin space for five people, the seats are all comfortable and the rear three individual chairs can slide, be folded or removed entirely, which makes this one of the more versatile SUVs. By sliding those seats forward, the boot space increases from 479 to 588 litres.

In short, it’s a practical family car. And Skoda’s trademark clever touches abound, such as a rubbish bin that can clip onto the door bins, an umbrella under the front passenger seat and rear tray tables with elasticated straps to secure tablets in place.

And for those parents, or grandparents, who have to fit Isofix child seats, the Karoq comes with two in the back and a third – for £35 – on the front passenger seat.

Now to the main attraction: the diesel engine. The 2-litre unit has been the mainstay of the Volkswagen family for years, and in the Karoq it produces 148bhp and only comes with four-wheel drive.

There’s another downside to the diesel, which is that it’s easy to stall

Its claimed CO2 emissions and fuel economy are so close to the 1.5-litre petrol, which has front-wheel drive, that there is precious little advantage to picking it over petrol, regardless of the miles travelled each year.

In this car, at least, it is grumbly at idle, ever-vocal on the move and doesn’t match the effortless pulling power of the 1.5-litre petrol, which delivers all its pulling power lower in the rev range and also sounds nicer and revs higher when you put your foot down. We achieved an average of 42mpg, against a claimed 56mpg.

There’s another downside to the diesel, which is that it’s easy to stall. Often, when trying to move away from low speeds in second gear, the engine would stall, sending the Karoq – which has a stop-start system – into a meltdown and stressing the driver no end.

It’ll tow up to 2,000kg, and the four-wheel drive system would be ideal for hauling a trailer or caravan. But drivers than don’t need to tow would be well advised to switch to the petrol and stick to front-wheel drive.

Even on wet roads, the four-wheel drive system is rarely required, and it’s not like it transforms the Karoq into some sort of sports car when you tackle a winding road. (The steering is far too light for any of that sort of nonsense, anyway.) Sticking to petrol would save drivers more than £3,000 on the sticker price, too.

Perhaps, then, we’re witnessing the demise of diesel? Because the more time spent behind the wheel of the diesel, the more we wondered whether the petrol wouldn’t be the more sensible option for more Karoq buyers.

After all, growing up and turning sensible is something that Skoda seems to have come to terms with.

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	Skoda Karoq 2.0 TDI 4×4 Edition	Skoda Karoq 1.5 TSI Edition
Price	£30,705	£27,115
Power	148bhp @ 3500rpm	148bhp @ 5000rpm
Torque	251Ibft @ 1750rpm	184bhp @ 1500rpm
Economy	56.5mpg	51.4mpg
CO2	132g/km	125g/km

The post Skoda Karoq 2.0 TDI 4×4 review (2018-on) appeared first on Sunday Times Driving.

source https://www.driving.co.uk/car-reviews/skoda-karoq-2-0-tdi-4x4-review-2018/

2018 Ford Fiesta ST review (video)

MONTH after month, you’ll read headlines claiming that some new car is “the most eagerly anticipated car of the year”. But, in the case of the new Ford Fiesta ST, that may just be the truth.

You see, for hot hatch aficionados, the previous model was up there with the likes of the original Volkswagen Golf GTI and Peugeot 205 GTI, renowned as one of the best hot hatches ever.

However, when news first broke about this latest version, there were a few worried murmurs, not least because its engine has just three cylinders.

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It’s perhaps also a little disappointing that this new ST doesn’t look all that different to some other Fiestas. Yes, it has a racy body kit, but you can get pretty much all of that on the cheaper ST-Line model.

Inside, too, the ST makeover is pretty subtle, with a sports steering wheel, sports pedals and carbon fibre-effect trim, but it’s not as classy as a Volkswagen Polo GTI.

On the other hand, when you fire up that three-cylinder engine and find an open road, you’ll soon realise where the ST’s strengths lie.

The first thing you notice is that the engine is a cracker, without any of the rough noise and vibrations that can affect three-cylinder units. It gives the car excellent performance, which is complemented by a slick gearchange and just the right combination of burbles and pops from the exhaust.

For all that sheer speed, where the ST really scores is with its chassis. Just as in the previous car, this Fiesta feels like it pivots around its driver; it’s agile and you can feel everything that’s going on through the seat of your pants.

Just a slight turn of the steering wheel will spear the car into a corner, and if you’re going too fast, lifting off the throttle will tuck the nose in and bring the rear end round. The result is a car that is engaging and exciting to drive — just like a proper hot hatch should be.

It’s also worth investing in the optional Performance Pack (£850), which gives you launch control and a limited-slip differential. This means that, as you accelerate away from a corner, the power is automatically split between the front wheels to ensure the best traction and rocket you away up the road.

However, it’s not all good news: while body control is superb, the feel through the steering wheel is a disappointment. It’s over-sensitive when you first turn the wheel and has a very strong self-centring action, which means the car can dart all over the road; and, when you turn the wheel further, it responds more slowly, so you never know quite where you are with it.

Secondly, although you expect a firm-ish ride in a hot hatch, the Fiesta ST errs on the side of bone-shaking. It’s so firm, in fact, that it could get wearing if you were to use it as a daily driver.

Some people may be prepared to put up with almost anything because the ST is so much fun to drive, but others may prefer a slightly more grown-up alternative, like the Polo GTI.

Then again, if you’re looking for a usable car that you can take for the occasional cross-country blast or on trackdays, the new Fiesta ST is just your sort of car — and a worthy successor to the previous model.
Tweet to @ST_Driving Follow @mat_watson

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Ford Fiesta ST rivals

Mini Hatch
Price £15,905 – £30,445 but save £2,262 on average at carwow

Peugeot 208 GTI
Price £21,825 – £23,555 but save £4,002 on average at carwow

The post 2018 Ford Fiesta ST review (video) appeared first on Sunday Times Driving.

source https://www.driving.co.uk/car-reviews/2018-ford-fiesta-st-review-video/

2018 Suzuki Swift Sport review (video)

FOR SUCH a little car, the new Suzuki Swift Sport has some pretty big boots to fill. The previous version was one of the best hot hatches money could buy — and the best bit was that you didn’t need very much cash for the privilege.

Still, the omens are good for this new car. Even on paper, the 2018 Swift Sport looks like it could be a winner, as it’s not only lighter than the old one, it’s also more powerful.

In the flesh, too, the new Swift Sport looks the part, and you can wander around it, ticking off all the bits from your I Spy book of Hot Hatches. The honeycomb front grille, deep front bumper and carbon-fibre-effect trim are all present and correct, complementing the twin chrome-tipped exhausts, 17in alloy wheels and red ‘Sport’ badge on the boot.

Inside, likewise, it’s all very “hot hatch”, with a flat-bottomed steering wheel and red detailing everywhere, from the trim on the dashboard to the dials, the centre console and even the stitching on the seats.

Only trouble is, there are also some nasty, cheap-feeling plastics in obvious places; and, while you might be prepared to forgive that, if the car still cost around £14,000 (like the old model), it’s not so good when the new one attracts a £4,000 premium.

Still, at least you get plenty of standard equipment for your money, including some big-car tech, like sat-nav, a reversing camera and automatic emergency braking. But, above all, this dinky new car goes big on the most important feature in any good hot hatch: fun.

Much of that is down to the biggest change in the 2018 model: its turbocharged engine. Because this produces much more torque at lower revs, it responds more keenly than the old car.

As a result, it can cross country every bit as quickly – in fact, it feels much quicker than the relatively modest 0-62mph time suggests – and it isn’t such hard work in everyday life. By anyone’s standards, that has to be a win-win situation.

Another positive side effect is that this new Sport is also more economical than the old car, but that’s probably not a huge concern, if you’re thinking of buying a Swift Sport. Instead, you’ll be more worried about how well the car goes round corners.

Fortunately, the good news there is that the new Swift Sport handles very well. It has lots of grip and that welcome habit of just going where you point it. Through a series of bends, it feels really nimble and you can have great fun just chucking it around — all at speeds that won’t easily endanger your driving licence, and backed up by a reassuringly strong set of brakes.

Above all, what really impresses about the new Swift Sport is just how easy it is to use in everyday life. Even on poor road surfaces, it won’t bounce you around too much; there’s a surprising amount of room in the back; and, the new engine is even more economical than the old one.

It’s a shame that the new Swift Sport isn’t the bargain its predecessor was, and we wish the exhaust sounded a bit more sporty, but the most important thing hasn’t changed at all: it still guarantees to put a huge smile on your face.

Tweet to @ST_Driving Follow @mat_watson

Click to see how much you can save on a new car at carwow

 

Suzuki Swift Sport rivals

Mini Hatch
Price £15,905 – £30,445 but save £2,262 on average at carwow

Volkswagen Up GTI
Price £13,755 – £14,155 but save £693 on average at carwow

The post 2018 Suzuki Swift Sport review (video) appeared first on Sunday Times Driving.

source https://www.driving.co.uk/car-reviews/2018-suzuki-swift-sport-review-video/

2018 Bentley Continental GT review

THE OLD Bentley Continental GT was a prime example of modern car-building. Essentially, it was a rehashed Volkswagen Phaeton but with more poke, two fewer doors and an extremely luxurious interior. It was expensive, but not that expensive for a Bentley.

Naturally, the press didn’t like it – it was the very antithesis of handbuilt Bentleys of old – but it sold well. Better than any previous Bentley, at least.

While that car appealed to footballers, high-ranking Big Brother contestants and a variety of other celebrities, Bentley hopes this all-new Conti will not only keep their custom but also catch a new breed of buyers: enthusiasts.

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If that sounds like you, then you’ll be happy to hear that it shares its underpinnings with what is probably the best-handling four-seater sports GT currently on sale, the Porsche Panamera.

Not that you’d ever spot the connections, because its German blood is hidden under skin that’s classic British Bentley.

The large chrome grille and cut-glass headlights give it huge presence, while its rear haunches are like taught muscles above the back wheels. The sweeping rear end and teardrop taillights give the car an elegance that’s been less obvious on recent models from the company.

Inside, the padded leather seats, huge slabs of wood veneer and solid metal air vents make the interior look and feel opulent in a way nothing else at this price can manage.

On top of that, a huge range of personalisation options means you can have the cabin exactly how you want it, if you don’t mind flinging a few thousand pounds at the project.

Even the intuitive and crystal-clear 12.3in infotainment screen can be hidden behind three analogue dials at the touch of the button. That particular feature — Bentley calls it ‘digital detox’ — will cost you £4,700 alone.

If the interior is fairly traditional Bentley, the way the Continental GT drives is pleasantly different. It’s slightly lighter than the previous car and the engine’s been shoved as far behind the front axle as possible to give the car a balance that allows you to attack even tight corners with a fair amount of gusto, spurred on by reassuringly weighty steering that allows you to point the nose into a corner with great accuracy at any speed.

The Continental GT is in its element sweeping along fast A-roads. Set in ‘Bentley’ mode (which sharpens the engine’s responses, but keeps the ride supple) the suspension makes bumps all but disappear and the gearbox changes cogs imperceptibly.

The silkiness continues with the 617bhp 6-litre twin-turbocharged W12 engine. It’ll rocket the Bentley from 0-62mph in just 3.7sec, but its power delivery is so effortless and linear — the whopping peak torque figure of 664 Ib ft is available from very low revs (1,350rpm) — that you only need a light squeeze of the throttle to make rapid, yet smooth, progress. A V8 option will be made available at some point; that was the pick of the engines on the last car.

Even if you really go for it, the Bentley is an easy and reassuring car to drive quickly. The brakes (which are bigger than you’ll find on any other production car) can slow down its 2.2-ton bulk so quickly that you can feel you brain trying to escape through your nose. And thanks to its grippy four-wheel-drive system and stability control, scrubbing off speed is possible even when barrelling deep into a corner.

All this means you’d be foolish to bet against the Continental GT being at least as successful as the car it replaces. Not only does it feel as special as a Bentley should, it also handles like no standard road-going Bentley ever has before.

And, that’s something that’s bound to appeal to a new audience without scaring off the old guard. Even the press approve this time around.

Bentley Continental GT rivals

• Aston Martin DB11
• Rolls-Royce Wraith
• Porsche Panamera
• Mercedes-AMG S 63

Or, for a more affordable alternative, check out the Mercedes E-class coupé.

The post 2018 Bentley Continental GT review appeared first on Sunday Times Driving.

source https://www.driving.co.uk/car-reviews/2018-bentley-continental-gt-review/

Dodge Demon vs Hellcat

Dodge Demon vs Hellcat 1/4 Mile Shootout

Sibling rivalry is often heated, especially when it comes to the Dodge Challenger Demon and Hellcat. As one of the best-kept secrets in the automotive world, the Challenger Hellcat and the Challenger Demon were developed at the same time. One team was asked to build a 700 horsepower car, and the other was given no restrictions to see how far the 6.2 liter V8 could be pushed.

A Hellcat starts around $65,000, and the Demon is $20,000 more. The first has 707 horsepower and the latter is able to make 840 horsepower on race fuel. To make the Dodge Demon reliable at such power levels, it has 50% more oil sent to the piston squirters, and the block is reinforced inside and out. A stronger transmission includes the world’s first production trans-brake along with other drag-racing essentials.

Hennessey Performance Tests the HPE1000 Demon

To see the differences in action, the YouTube channel Wheels uploaded this battle last night. So far, the fastest Demon time slip is held by Hennessey Performance, but it took them 1,000 horsepower to run a 9.38. That is because the 10-second barrier is hard to reach for street-legal cars. The law of diminishing returns can be seen, in that adding 160 horsepower only counts for half a second for Hennessey Performance. Both of the drivers below deserve props for excellent launches, and the difference at the top end clearly shows the difference in power. Is it worth an extra $20,000? Tell us why or why not in the comments below and stay with us for all your Mopar action!

D.I. Auto Care
4747 E Elliot Rd,
Phoenix, AZ 85044
Phone: (480) 233-1529
33.348162, -111.9819

Car Detailing Service (480)233-1529 Call or Text | Car Detailing Phoenix 85044

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Dodge Demon vs Hellcat 1/4 Mile Shootout

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Ferrari 812 Superfast Passes Cars at 200 mph

Ferrari 812 Superfast Passes Cars at 200 mph on Autobahn

The Ferrari 812 Superfast acts as the V12 successor to the F12berlinetta and it’s better in almost every way. It’s 6.5-liter V12 engine pumps out serious power that’s rated at 789 horsepower and 529 lb-ft of torque. Ferrari notes that it’s “the most powerful and fastest Ferrari in the marque’s history.”

To prove Ferrari’s quote, YouTube Channel hartvoorautoNL took the 812 Superfast out for a spin on the Autobahn. You know about that Autobahn, right? That’s the stretch of road where you can go blazingly fast and test the limits of both you and your car. Behind the wheel of the supercar, they tried to take it to its top speed, which is noted to be over 211 mph. At their height of excitement, they managed to reach 319 km/h (198 mph). While that’s not the top speed of the Ferrari, it’s still insanely fast for a public road.

Check out the video below and let us know if you think you could handle this kind of speed on the Autobahn in the comments below.

D.I. Auto Care
4747 E Elliot Rd,
Phoenix, AZ 85044
Phone: (480) 233-1529
33.348162, -111.9819

Car Detailing Service (480)233-1529 Call or Text | Car Detailing Phoenix 85044

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Ferrari 812 Superfast Passes Cars at 200 mph on Autobahn

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