Honda CR-Z Silver Sport Edition Bodykit
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2008 Honda Civic EX-L Red Elegant Bodykit
A new EX-L variant joins the Civic lineup, adding leather interior trim and heated seats to the otherwise unchanged EX. While only the sedan comes in CNG and Hybrid guise, the coupe and the four-door also are offered in DX, LX, EX/EX-L and the exhilarating Si, with its hot 197-hp engine, 6M gearbox, limited-slip diff and a sport suspension.New 2010 BMW Schnitzer ACS3-3.5d Coupe Black Edition Bodykit Pictures
New 2010 BMW Schnitzer ACS3-3.5d Coupe Black Edition Bodykit PicturesNew 2010 BMW Concept ActiveE Silver Bodykit Pictures
New 2010 BMW Concept ActiveE Silver Bodykit Pictures
New 2010 Honda Fit Sport Edition Red Bodykit Pictures
New 2010 Honda Fit Sport Edition Red Bodykit PicturesNew 2010 Honda Fit Grey Sport Edition Bodykit Pictures
New 2010 Honda Fit Grey Sport Edition Bodykit Pictures
Elegant AUDI A4 SALOON RANGE Silver Bodykit Edition
Elegant AUDI A4 SALOON RANGE Silver Bodykit Edition
Mazda RX-8 Elegant White Bodykit Edition
Mazda RX-8 Elegant White Bodykit EditionThe Mazda RX-8 offers four-seat practicality in an impractical-looking (ie, quite nice) coupe-thing. Suicide rear doors are a treat and the driving experience is one of a kind thanks to that manic rotary engine (sorry, ‘Renesis’ engine).
Comfort
Suicide doors allow easy access to small-ish rear seats, but you'll be able to get adults in there. Front-seat pilots will have plenty of room and the engine is super-smooth and rev-hungry - but heavy on fuel and oil. Firm suspension won't put you off either; this is one well thought-out car.
12 out of 20
Performance
Mazda's rotary ‘Renesis' comes in two flavours; 189bhp or 228bhp. The static measurement of 1.3-litres is a bit of a dodge really - the ‘rotary' part means that this isn't a classic bore-and-stroke mobile. There are three chambers, so it means that the engine is probably more like a 2.6-litre. It'll rev like a beast (well past 8,000rpm) and the 189bhp gets to 62mph in 7.2 and on to 139mph. Best to go for the 228bhp version though - 0-62mph in 6.4 seconds and a 146mph top speed.
17 out of 20
Cool
We like it.
14 out of 20
Quality
Another well put together motor from Mazda. There were troubles with sticky revving on early 228bhp cars, so check that's been sorted, otherwise it's stress free. And it's supposed to use that much oil by the way.
13 out of 20
Handling
The rotary unit is very small and light, and the RX-8 takes advantage of that with a front-mid-engine layout and 50/50 weight distribution. There's little understeer unless you really throw it in, and the handling balance shades to oversteer in the wet. Otherwise you'll have trouble unsticking it. It provides bags of confidence - a bit like the MX-5 but on a bigger scale - so you can make the most of the rev-happy engine.
13 out of 20
Practicality
Rotaries use oil as part of their combustion cycle to lubricate the rotor tips, so be prepared to get under the bonnet a little bit. Other than that, suicide doors and proper four seats make such a difference when a car drives this well. The RX-8 carves out its own little niche - there's not much to touch it.
Comfort
Suicide doors allow easy access to small-ish rear seats, but you'll be able to get adults in there. Front-seat pilots will have plenty of room and the engine is super-smooth and rev-hungry - but heavy on fuel and oil. Firm suspension won't put you off either; this is one well thought-out car.
12 out of 20
Performance
Mazda's rotary ‘Renesis' comes in two flavours; 189bhp or 228bhp. The static measurement of 1.3-litres is a bit of a dodge really - the ‘rotary' part means that this isn't a classic bore-and-stroke mobile. There are three chambers, so it means that the engine is probably more like a 2.6-litre. It'll rev like a beast (well past 8,000rpm) and the 189bhp gets to 62mph in 7.2 and on to 139mph. Best to go for the 228bhp version though - 0-62mph in 6.4 seconds and a 146mph top speed.
17 out of 20
Cool
We like it.
14 out of 20
Quality
Another well put together motor from Mazda. There were troubles with sticky revving on early 228bhp cars, so check that's been sorted, otherwise it's stress free. And it's supposed to use that much oil by the way.
13 out of 20
Handling
The rotary unit is very small and light, and the RX-8 takes advantage of that with a front-mid-engine layout and 50/50 weight distribution. There's little understeer unless you really throw it in, and the handling balance shades to oversteer in the wet. Otherwise you'll have trouble unsticking it. It provides bags of confidence - a bit like the MX-5 but on a bigger scale - so you can make the most of the rev-happy engine.
13 out of 20
Practicality
Rotaries use oil as part of their combustion cycle to lubricate the rotor tips, so be prepared to get under the bonnet a little bit. Other than that, suicide doors and proper four seats make such a difference when a car drives this well. The RX-8 carves out its own little niche - there's not much to touch it.
Audi TT Coupe White Elegant Bodykit Edition
Review Audi TT Coupe White Elegant Bodykit Edition
The Audi TT Coupe takes over where the old one left off. There’s a reason for the TT’s apparent ubiquity; it’s a genuinely great car.
Comfort
Mass-market appeal here – even though it looks like a taut Coupe, the TT is superbly comfy. The vision isn’t brilliant, but engines are quiet on a cruise and this isn’t a twitchy car.
10 out of 20
Performance
Two engines to choose from at the moment; the 2.0-litre TFSI from the Golf GTI and a 3.2-litre V6. The 197bhp turbo four is the punchier unit and has little or no turbo lag – it feels more sporty, gets to 62mph in 6.6 seconds and tops out at 149mph. The V6 is lazier, has 247bhp and weighs more – meaning 0-62mph in a similar 5.9 seconds and a limited 155mph top speed. Great noise though.
17 out of 20
Cool
Impossible to be properly cool when there’s just so many of these things out there.
15 out of 20
Quality
TTs are strong. Mass production doesn’t hurt these Audis.
14 out of 20
Handling
The front-drive versions handle exceptionally well, with the two-litre four-pots feeling like an even more sorted Golf GTI. The Quattro cars are grippy, but not as much fun – they’re much heavier and tend toward understeer. Forthcoming ‘S’ with S3 engine should make the point in spectacular fashion.
12 out of 20
Practicality
Not bad for a small coupe. The boot is reasonable and space inside is pretty comfortable for tall people. Quite hard to park because the car slopes away at the ends, but it’s not a huge deal.
Comfort
Mass-market appeal here – even though it looks like a taut Coupe, the TT is superbly comfy. The vision isn’t brilliant, but engines are quiet on a cruise and this isn’t a twitchy car.
10 out of 20
Performance
Two engines to choose from at the moment; the 2.0-litre TFSI from the Golf GTI and a 3.2-litre V6. The 197bhp turbo four is the punchier unit and has little or no turbo lag – it feels more sporty, gets to 62mph in 6.6 seconds and tops out at 149mph. The V6 is lazier, has 247bhp and weighs more – meaning 0-62mph in a similar 5.9 seconds and a limited 155mph top speed. Great noise though.
17 out of 20
Cool
Impossible to be properly cool when there’s just so many of these things out there.
15 out of 20
Quality
TTs are strong. Mass production doesn’t hurt these Audis.
14 out of 20
Handling
The front-drive versions handle exceptionally well, with the two-litre four-pots feeling like an even more sorted Golf GTI. The Quattro cars are grippy, but not as much fun – they’re much heavier and tend toward understeer. Forthcoming ‘S’ with S3 engine should make the point in spectacular fashion.
12 out of 20
Practicality
Not bad for a small coupe. The boot is reasonable and space inside is pretty comfortable for tall people. Quite hard to park because the car slopes away at the ends, but it’s not a huge deal.
Audi A5 Coupe 2.0T Lightweight Prototype 2dr Silver Edition Bodykit
Audi A5 Coupe 2.0T Lightweight Prototype 2dr Silver Edition BodykitElegant Honda S2000 Yellow Bodykit Sport Edition
Review Honda S2000 Yellow Bodykit Sport Edition
The Honda S2000 is a sports car that papers over some less than ideal dynamic characteristics with a superbly high-revving VTEC engine and the sort of gearbox you can enjoy for hours without even turning a wheel.
Comfort
You have to wring the 2.0-litre VTEC's neck to see the best of that 237bhp, which is far from relaxing, but there is some merit to being able to pootle about in the dead calm of the lower rev range.
8 out of 20
Performance
The stats don't really relate the visceral experience of gunning an S2000. The sound of this small engine foaming like an inmate of Bedlam beneath the bonnet is what it's all about. A little frightening, but wonderful for that.
17 out of 20
Cool
Purpose built as a soft-top, the S2000 is definitely cooler than retrospective hatchet jobs like the heavy and ugly Nissan 350Z Roadster.
12 out of 20
Quality
If your S2000 has broken up ring up Honda HQ in Japan and someone will probably commit hari kiri down the phone. Or accuse you of crashing it.
12 out of 20
Handling
Stories of ‘incidents' in the S2000 relating to a slight conflict of interest between steering feel and banzai VTEC power surge are legion. We would say go see for yourself, but we like you. Well, most of you.
12 out of 20
Practicality
The boot is small, the cockpit even smaller. You don't buy an S2000 to move house, but it'd be nice if there was a modicum of adjustment to the driving position for the non-Japanese amongst us. But there isn't.
The Honda S2000 is a sports car that papers over some less than ideal dynamic characteristics with a superbly high-revving VTEC engine and the sort of gearbox you can enjoy for hours without even turning a wheel.
Comfort
You have to wring the 2.0-litre VTEC's neck to see the best of that 237bhp, which is far from relaxing, but there is some merit to being able to pootle about in the dead calm of the lower rev range.
8 out of 20
Performance
The stats don't really relate the visceral experience of gunning an S2000. The sound of this small engine foaming like an inmate of Bedlam beneath the bonnet is what it's all about. A little frightening, but wonderful for that.
17 out of 20
Cool
Purpose built as a soft-top, the S2000 is definitely cooler than retrospective hatchet jobs like the heavy and ugly Nissan 350Z Roadster.
12 out of 20
Quality
If your S2000 has broken up ring up Honda HQ in Japan and someone will probably commit hari kiri down the phone. Or accuse you of crashing it.
12 out of 20
Handling
Stories of ‘incidents' in the S2000 relating to a slight conflict of interest between steering feel and banzai VTEC power surge are legion. We would say go see for yourself, but we like you. Well, most of you.
12 out of 20
Practicality
The boot is small, the cockpit even smaller. You don't buy an S2000 to move house, but it'd be nice if there was a modicum of adjustment to the driving position for the non-Japanese amongst us. But there isn't.
2008 BMW 3 Series Elegant Style Bodykit
Review 2008 BMW 3 Series Elegant Style BodykitIt's hard to make a name for yourself when your big brother's always the center of attention. Just ask the 2008 BMW 328i sedan, which seems doomed to toil in relative obscurity while its steroidal 335i sibling gets all the press. That's a shame, because the 328i is an unequivocal pleasure to drive. It's also roughly $6,000 cheaper than a comparably equipped 335i.
Rather than dismissing the 328i as BMW's entry-level sport sedan, it's best to think of it as a 335i with less motor. These Bavarian brothers are essentially the same everywhere except under the hood. Is the 328i good enough to make you forget about the 335i's extra 70 horsepower and 100 pound-feet of torque? Not a chance. But it's still a world-class sport sedan in its own right, and its buttery-smooth 230-hp inline six-cylinder engine provides enough power for all but the most demanding drivers.
What really set our 328i tester apart was its optional sport package, which provided a magical mixture of handling and compliance. We were treated to the best of both worlds, with a ride that was never harsh, and cornering capabilities that were downright exhilarating. You'd never guess that our 328i had the sport package from its supple composure over bumps and ruts, yet it carves through the canyons at a pace that would put some purpose-built sports cars to shame. Few vehicles at any price can match the all-around excellence of this sport-tuned chassis.
Of course, the 328i's worth can't be measured by its performance alone. Sport-sedan shoppers want athletic driving dynamics in a practical package — and on the latter count the 328i comes up a little short. This is literally true of the backseat, where headroom and legroom are tight for even moderately tall passengers. The functionality of the stereo and climate controls also leaves something to be desired, and while interior materials are generally top-notch, storage nooks for cell phones and such are few and far between.
If you love to drive, though, the sport package-equipped 328i has no equal in this segment. The only question is whether it's worth ponying up the extra cash for a 335i. That's not for us to judge, but we will say this: We wouldn't blame anyone for pocketing an extra $6 grand along with the keys to a 328i.
Performance
The rear-wheel-drive 2008 BMW 328i is propelled by a 3.0-liter inline six-cylinder engine generating a velvety 230 hp and 200 lb-ft of torque. Our test car was equipped with the standard six-speed manual transmission, which has an endearingly light and springy feel through the gates and is paired with a user-friendly, low-effort clutch. We recorded a brisk 0-60-mph sprint of 6.4 seconds en route to a quarter-mile time of 14.6 seconds at 94.7 mph.
It's on twisty two-lane roads that the sport-packaged 328i really comes into its own. The car is simply a peerless handler among compact sport sedans, from its ultra-communicative and perfectly weighted steering to its supremely balanced and unruffled character in tight corners. Weighing in at 3,424 pounds — nearly 200 pounds lighter than a comparably equipped 335i — our 328i felt, if anything, a smidge more tossable than its turbocharged counterpart. At the track, the 328i snaked through the slalom cones at 68.5 mph, a few tenths quicker than a 335i sedan we tested recently, and braked from 60 mph to zero in 110 feet, 6 feet shorter than that 335i's best stop.
Happily, the 328i's outstanding all-around performance doesn't come at the expense of efficiency. We averaged a respectable 22.5 miles per gallon over 1,030 miles of mostly enthusiastic driving, against EPA estimates of 18 mpg city, 28 highway and 21 combined. Our 328i even managed 31.2 mpg during a 213-mile freeway slog — frugal enough to give some four-cylinder econoboxes a run for their money.
Comfort
Wind noise in our 328i was surprisingly noticeable around the windshield and A-pillars; furthermore, excessive turbulence with the sunroof open made al fresco motoring unpleasant above 50 mph. Otherwise, the 328i's driving environment is beyond reproach. Our tester's sublimely comfortable power sport seats coddled drivers of all statures while also providing excellent lateral support during spirited maneuvers. Pedal placement is spot-on, and the sporty small-diameter steering wheel is pleasingly contoured. We also like that the center stack is slightly canted toward the driver, putting all controls within easy reach.
Considerably less impressive is the 328i's backseat, which is only suitable for adults of average height or under. Mainstream economy sedans offer more head- and legroom in back than this premium four-door, and among competing compact sport sedans, only the Lexus IS 250 is less hospitable. The rear outboard seats are nicely shaped, however, so those who do fit will likely enjoy the ride. Moreover, materials quality throughout the cabin is excellent, with abundant soft-touch surfaces complementing the leather upholstery and brushed aluminum trim.
Function
In typical BMW fashion, the analog gauges are a model of simplicity, though the real-time analog fuel economy gauge is a bit gimmicky. Unfortunately, the stereo and climate controls are anything but simple — the radio is operated via a series of identical-looking buttons, and in another nod to BMW tradition, the only way to turn off the climate control system is to press and hold the fan-speed "down" button or tap it repeatedly. To make matters worse, we found that the stereo display becomes illegible when viewed through polarized sunglasses. At least we didn't have to contend with iDrive, though there's no way around it if you want the navigation system.
On the bright side, the base stereo absolutely cranks. We could have sworn it was an upgraded unit until we checked the window sticker and saw that a 10-speaker sound system with two subwoofers comes standard on every 328i. This system remains distortion- and rattle-free at any volume, even with the wonderfully warm and punchy bass turned all the way up. We just wish that a CD changer were standard instead of the anachronistic single-CD player.
We can also report that the 2008 BMW 328i received a passing grade in our real-world usability tests, swallowing our standard suitcase and golf bag with ease and proving just roomy enough in back to accommodate a child safety seat. However, golf bags containing longer-shafted drivers must be carefully maneuvered through the relatively narrow trunk opening, and child-seat installation may require front passengers to pull their seats forward a bit.
Design/Fit and Finish
BMW stylists have come under fire in recent years for tinkering with a design language that many consider timeless. Thankfully, the 3 Series' 2006 redesign was for the most part tastefully done, preserving the car's traditional clipped front overhang and taut proportions. Our biggest beef with the 328i's appearance concerns the sport package's nondescript 17-inch wheels, which aren't up to the standards set by the car's performance — we'd like to see something closer to the striking 18-inch rims that come with the 335i's Sport package. Fit and finish was flawless on our tester, with tight panel gaps and nary a creak or rattle to be heard.
Who Should Consider This Vehicle
At our test car's $41,550 sticker, no one. For a couple thousand less you could get a base 335i. But if you pare down the options to just one — the $1,700 Sport package — you can enjoy every ounce of our tester's performance, as well as standard features like a sunroof and that superb sound system, for about $35,000. At that price, the 2008 BMW 328i almost seems like a bargain for the driving enthusiast who needs four doors. However, those who prefer feature content to dynamic excellence may find competing models more satisfying.
Nissan 350Z Elegant Red Bodykit Edition
Review Nissan 350Z Elegant Red Bodykit Edition
After years in the wilderness Nissan has made a properly sorted and internationally appealing sportscar called the Nissan 350Z. It’s far from perfect, but the rawness and emotion it dishes up is almost unique in this price range.
Comfort
Ride comfort isn't great in the stiffly sprung and unforgiving 350Z, but the refined and ergonomically logical cabin means it's still a place you can get very used to.
11 out of 20
Performance
Nissan's 3.5-litre V6 provides the Z with 309bhp, making it good for a limited 155mph and capable of hitting 60mph in under six seconds. The real selling point of this drive train, however, is the feel and the sounds as you get there.
18 out of 20
Cool
The 350Z still stands out for its beefy, unusual styling and gets cool points just for not being a BMW or Porsche. Those in the know appreciate how raw it is too, so they'll give you the nod.
14 out of 20
Quality
Despite the use of some plastics us Europeans tend to baulk at in a sportscar, the 350Z is sodding well stuck together and isn't going to give you any grief. The only thing you will be replacing with any regularity is rear tyres.
12 out of 20
Handling
The 350Z is not a car to be trifled with, being compact, powerful and rear-wheel drive. It transmits its intentions slowly and clearly, but a regular one of those is power oversteer. Go carefully.
12 out of 20
Practicality
There are a fair few clever storage solutions around the cosy cockpit, but the boot is massively hampered by a huge rear strut brace. A real afterthought by Nissan, that one, but at least it handles as a result.
Comfort
Ride comfort isn't great in the stiffly sprung and unforgiving 350Z, but the refined and ergonomically logical cabin means it's still a place you can get very used to.
11 out of 20
Performance
Nissan's 3.5-litre V6 provides the Z with 309bhp, making it good for a limited 155mph and capable of hitting 60mph in under six seconds. The real selling point of this drive train, however, is the feel and the sounds as you get there.
18 out of 20
Cool
The 350Z still stands out for its beefy, unusual styling and gets cool points just for not being a BMW or Porsche. Those in the know appreciate how raw it is too, so they'll give you the nod.
14 out of 20
Quality
Despite the use of some plastics us Europeans tend to baulk at in a sportscar, the 350Z is sodding well stuck together and isn't going to give you any grief. The only thing you will be replacing with any regularity is rear tyres.
12 out of 20
Handling
The 350Z is not a car to be trifled with, being compact, powerful and rear-wheel drive. It transmits its intentions slowly and clearly, but a regular one of those is power oversteer. Go carefully.
12 out of 20
Practicality
There are a fair few clever storage solutions around the cosy cockpit, but the boot is massively hampered by a huge rear strut brace. A real afterthought by Nissan, that one, but at least it handles as a result.
Elegant Mercedes Benz SLK Silver Bodykit Edition
Reiew Elegant Mercedes Benz SLK Silver Bodykit Edition
The SLK is the same recipe as the SL (rear-drive, folding metal hardtop, two-seater) but in a slightly smaller portion. Still has an engine range that runs from relatively normal to the completely banzai, still makes a lot of sense.
Comfort
Firm, but cosy over distance. The added security of a well-sorted folding tin-top really helps to isolate you from the vagaries of the British climate and adds a measure of security too. The steering is better thanks to recent upgrades across the range. It feels good, though not as long-distancey as it's bigger, fatter brother.
12 out of 20
Performance
There's a wee SLK with a 1.8-litre supercharged engine but the best real-world car is the SLK350 with a 3.5-litre V6 and 272bhp. That gives 0-62mph in 5.6 seconds and a limited 155mph top speed - which should be enough for anyone. Inevitably it isn't enough for everyone though, which is why there's an SLK55 AMG which stuffs a naturally-aspirated 5.5-litre V8 under the SLK's bulbous nose to give 360bhp and 0-62mph in 4.9.
17 out of 20
Cool
Pert, small, well-built, there's much to like in an SLK. But there's an air of the Lottery win about it for some reason.
12 out of 20
Quality
The SLK feels as strong as it should; if you go for the more expensive variants. For some reason the lower ends of the field start to feel a touch de-contented to make the savings. It makes people get chippy with the options list. Beware. Otherwise it's great - watch out for the subtle '08 revisions - they matter.
14 out of 20
Handling
Just like the SL, the SLK suffers from nothing in particular. There's awesome body control roof up or down, the ride is firm but well-regulated and the SLK can keep up with most sports cars if driven well. The trouble is they usually aren't driven well.
14 out of 20
Practicality
As usual a decent folding hardtop will eat into what otherwise looks like a pretty decent volume for stuff in the boot. There's ok room for people of six foot and under in the front, and with the roof down it feels positively spacious.
Comfort
Firm, but cosy over distance. The added security of a well-sorted folding tin-top really helps to isolate you from the vagaries of the British climate and adds a measure of security too. The steering is better thanks to recent upgrades across the range. It feels good, though not as long-distancey as it's bigger, fatter brother.
12 out of 20
Performance
There's a wee SLK with a 1.8-litre supercharged engine but the best real-world car is the SLK350 with a 3.5-litre V6 and 272bhp. That gives 0-62mph in 5.6 seconds and a limited 155mph top speed - which should be enough for anyone. Inevitably it isn't enough for everyone though, which is why there's an SLK55 AMG which stuffs a naturally-aspirated 5.5-litre V8 under the SLK's bulbous nose to give 360bhp and 0-62mph in 4.9.
17 out of 20
Cool
Pert, small, well-built, there's much to like in an SLK. But there's an air of the Lottery win about it for some reason.
12 out of 20
Quality
The SLK feels as strong as it should; if you go for the more expensive variants. For some reason the lower ends of the field start to feel a touch de-contented to make the savings. It makes people get chippy with the options list. Beware. Otherwise it's great - watch out for the subtle '08 revisions - they matter.
14 out of 20
Handling
Just like the SL, the SLK suffers from nothing in particular. There's awesome body control roof up or down, the ride is firm but well-regulated and the SLK can keep up with most sports cars if driven well. The trouble is they usually aren't driven well.
14 out of 20
Practicality
As usual a decent folding hardtop will eat into what otherwise looks like a pretty decent volume for stuff in the boot. There's ok room for people of six foot and under in the front, and with the roof down it feels positively spacious.
Elegant Mercedes Benz CLC Black Edition Bodykit
Review Elegant Mercedes Benz CLC Black Edition BodykitOur verdict
Despite launching a new, and superb C-Class sometime ago, Mercedes has seen fit to paper over the cracks of the old, and frankly dreadful, Sports Coupe to make the CLC. It feels old, looks clumsily re-styled and is, above all else, outrageously overpriced for something this outdated
Comfort
Refinement is reasonably good in the CLC, even if touch point quality around the cabin does betray the cars thinly veiled age. The seats are supportive and the ergonomics sorted.
11 out of 20
Performance
The bigger V6 lump on offer in the CLC makes it plenty fast enough, but it feels like more than the chassis is really up and costs so much that you’d be a berk to consider it.
10 out of 20
Cool
Buying an entry-level car from a luxury marque reeks of social climbing. That’d be enough to ensure the CLC wasn’t cool, but the fact that it’s fairly shit to drive redoubles our conviction.
11 out of 20
Quality
Merc went through a bad patch with quality a few years ago, and although most of its cars are much improved these days, the CLC borrows heavily from the awful Sports Coupe of yesteryear.
16 out of 20
Handling
Not what it would be if Merc had pushed the boat out and used the new C-Class chassis. This is not the sports car its looks would have you believe.
11 out of 20
Practicality
The hatchback and compact dimensions of the CLC make it really quite practical. This is a car quite capable of handling urban and motorway environments with equal aplomb.
Despite launching a new, and superb C-Class sometime ago, Mercedes has seen fit to paper over the cracks of the old, and frankly dreadful, Sports Coupe to make the CLC. It feels old, looks clumsily re-styled and is, above all else, outrageously overpriced for something this outdated
Comfort
Refinement is reasonably good in the CLC, even if touch point quality around the cabin does betray the cars thinly veiled age. The seats are supportive and the ergonomics sorted.
11 out of 20
Performance
The bigger V6 lump on offer in the CLC makes it plenty fast enough, but it feels like more than the chassis is really up and costs so much that you’d be a berk to consider it.
10 out of 20
Cool
Buying an entry-level car from a luxury marque reeks of social climbing. That’d be enough to ensure the CLC wasn’t cool, but the fact that it’s fairly shit to drive redoubles our conviction.
11 out of 20
Quality
Merc went through a bad patch with quality a few years ago, and although most of its cars are much improved these days, the CLC borrows heavily from the awful Sports Coupe of yesteryear.
16 out of 20
Handling
Not what it would be if Merc had pushed the boat out and used the new C-Class chassis. This is not the sports car its looks would have you believe.
11 out of 20
Practicality
The hatchback and compact dimensions of the CLC make it really quite practical. This is a car quite capable of handling urban and motorway environments with equal aplomb.
BMW 1 Series Red Elegant Bodykit Edition
BMW 1 Series Red Elegant Bodykit EditionThe BMW 1-series is a small premium Bee-Em that comes in every bodystyle; saloon, hatch, five-door and convertible. All are rear dive, but only the saloon looks any good.
Comfort
Not the most comfortable of cars because the ride can be jittery at times. Most versions are also stuck with doll's house rear seats and a Rubik's Cube-sized boot. Space in the front is fine though.
9 out of 20
Performance
Monster 135i has oodles of power if you want a genuinely rapid hot hatch, but most people will be seduced by an exceptionally strong set of engines ranging from a 1.6-litre and 2.0-litre petrol (up to that big 3.0-twin-turbo 135i) alongside three 2.0-litre turbo diesels. The 118d, 120d and 123d (all 2.0-litre) are the ones to have, but the 123d twin-turbo is the best; 204bhp, 0-62mph in just 7.0 seconds and 148mph is enough for most. Mid-50s mpg helps too.
13 out of 20
Cool
The saloon looks pretty darn good when optioned properly, and the convertible is clever and solid, but the 1-Series always looks like you couldn't afford a decent 3-Series. So not cool, actually.
9 out of 20
Quality
Solid BMW build makes this a premium thing to sit in and own. Nothing wrong here.
13 out of 20
Handling
Rear-drive makes the 1-Series one of the most satisfying small cars to thrash about in, but the lack of a limited-slip diff can be frustrating in the higher-powered cars if you really want to play. Great steering and a superbly controlled body are the key components.
13 out of 20
Practicality
The boot is tiny in the hatch at 330 litres, making it almost feel like it's from a class below. There's precious little room in the back too. Better to think of this as a small driver's car than the most practical of hatches.
Comfort
Not the most comfortable of cars because the ride can be jittery at times. Most versions are also stuck with doll's house rear seats and a Rubik's Cube-sized boot. Space in the front is fine though.
9 out of 20
Performance
Monster 135i has oodles of power if you want a genuinely rapid hot hatch, but most people will be seduced by an exceptionally strong set of engines ranging from a 1.6-litre and 2.0-litre petrol (up to that big 3.0-twin-turbo 135i) alongside three 2.0-litre turbo diesels. The 118d, 120d and 123d (all 2.0-litre) are the ones to have, but the 123d twin-turbo is the best; 204bhp, 0-62mph in just 7.0 seconds and 148mph is enough for most. Mid-50s mpg helps too.
13 out of 20
Cool
The saloon looks pretty darn good when optioned properly, and the convertible is clever and solid, but the 1-Series always looks like you couldn't afford a decent 3-Series. So not cool, actually.
9 out of 20
Quality
Solid BMW build makes this a premium thing to sit in and own. Nothing wrong here.
13 out of 20
Handling
Rear-drive makes the 1-Series one of the most satisfying small cars to thrash about in, but the lack of a limited-slip diff can be frustrating in the higher-powered cars if you really want to play. Great steering and a superbly controlled body are the key components.
13 out of 20
Practicality
The boot is tiny in the hatch at 330 litres, making it almost feel like it's from a class below. There's precious little room in the back too. Better to think of this as a small driver's car than the most practical of hatches.
Volkswagen Scirocco GT 2.0 TDI 170PS White Bodykit Edition
Review Volkswagen Scirocco GT 2.0 TDI 170PS White Bodykit Edition
If you ever needed a jolt to remind you just how good four cylinder diesel cars have become, drive the Scirocco 2.0 TDI 170PS for, oh, five or six seconds. This is a very impressive car indeed.
The best two compliments you can pay it are that A) it's genuinely sporty, and B) that the engine's character doesn't let down the car's coupe looks. The sportiness comes from a fast-revving and punchy 2.0-litre turbodiesel which develops 258lb ft of torque - that's about a quarter more than the 2.0 TFSI petrol - and sounds pretty rorty, too. Not as clean and sweet as the petrol, but not rattly and never strained, either. In real-world motoring, especially overtaking, it would be very close between the two (0-62mph times are 8.1secs for the diesel, 7.2secs for the petrol).
You also get the benefit of diesel thrift, which means an official figure of 40.4mpg on the urban cycle. The petrol car gets 26.9mpg in town, so over an average 12,000-mile year, driving normally, based on a pound a litre, you'd save £678.
I find myself tapping away on the calculator and working these figures out because, impressive though the diesel is, I'd still have the 2.0-litre petrol, despite the £56 extra on juice every month. The petrol redlines at 6,000rpm, the diesel at 5,000, and those extra 1,000 revs make a big difference. I'm still not quite ready to step into an oil-burner when the TFSI is out there.
BMW 6 Series Coupe Blue Edition Bodykit
Technical Specifications of BMW 6 Series Coupe
| Overview | |
| Model | BMW 6 Series coupe |
| Body Type | Coupe |
| Number Of Doors | 2 |
| Seating Capacity | 4 |
| Fuel Capacity | 70 Liters |
| Dimensions | |
| Length | 4820 mm |
| Width | 1855 mm |
| Height | 1373 mm |
| Wheelbase | 2780 mm |
| Weight | |
| Kerb Weight | 1725 kg |
| Engine | |
| Type | 4.8L 367bhp V8 |
| Number Of Cylinders | 8 |
| Displacement | 4799 CC |
| Transmission | 6 gears, Automatic |
| Max. Power | 270 kW @ 6300 rpm |
| Max. Torque | 490 Nm @ 3400 rpm |
| Suspension | |
| Front Suspension | Independent |
| Rear Suspension | Independent |
| Brake | |
| Front | Discs |
| Rear | Ventilated |
| Steering Type | Rack & Pinion, Power-assisted |
| Tyre Size | 245/40 R19 (front) 275/35 R19 (rear) |
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