Grown-up driving with sporty appeal is the big selling point for Audi’s A3 Sportback. But owning the original premium hatch comes at a price.

And very often that’s not simply a case of the model you choose but the extras you specify.

We drove one for a week to find out whether it was worth it

1. Looks

The A3 looks every inch a premium hatchback and the five door Sportback model we drove even more so. In an age of crossover vehicles this model A3 looks more than the sum of its hatchback parts, with a distinctly coupe like styling to the rear windows. But it is done in a very grown-up way. Longer, lower and wider that its predecessor and boasting its own rear-light cluster and discreet spoiler point to performance, but as with the rest of the car there is an understated elegance at work.

8/10

2. Looks inside

A darkened interior roof makes the car appear less roomy than it is. But rear-seat passengers were happy to confirm there is plenty of space in the car. Everything has a quality, slightly minimalist look, with controls which are both easy to find and simple to use. The quality of materials used adds to the premium feel. Still unusual enough to be a novelty are the paddle shift controls on the steering wheel, which should have your passengers pointing.

9/10

3. Practicality

The Sportback model has the same wheel base as the regular A3, which is longer, wider and lower than the previous generation model. And of course its got those two extra doors to make access to the rear seats easier. However, despite this being the sporty version, it is still a practical hatchback. The boot can swallow 370 litres of luggage and shopping with the rear seats in place or 1120 litres when they are folded. Its capable of seating five adults and stylish storage solutions mean there’s somewhere for drinks and travel sweets.

8/10

4. Ride and Handling

The steering adapts to the car’s speed with response varying for low-speed manoeuvring and higher speed changes in direction. We found it responsive and fun to drive. As for the ride, our first impression was that the sports suspension had left it a little too rough. However, that view changed through the course of a week’s loan, by the end of which we had got used to the car’s individual character and were more than happy.

8/10

5. Performance

A3 buyers have a choice of nine engines, covering both diesel and petrol, ranging from the 1.6-litre FSI turbo model to the 3.2-litre V6 which powers the Quattro model. The 140bhp 2-litre TDI S tronic A3 Sportback achieves 0-62mph in 9.2 seconds and has a top speed of 129mph. It also has an impressive 236Ib/ft of pulling power to call on. The model we drove featured the semi-automatic S tronic transmission. Designed to combine the advantages of a conventional six-speed manual gearbox and a modern automatic transmission while keeping an eye on the fuel economy the gearbox anticipates changes up and down with the appropriate gear ready to take the strain. Smooth.

8/10

6. Running Costs

Average fuel consumption of 48.7mpg (57.6mpg for economical driving). C02 emissions of 154 g/km place it in tax band D which currently incurs an annual bill of £140. Audi’s prestige helps ensure strong resale prices. Insurance for our model was a reasonable 11E, the whole range stretches from 9E to 18E.

7/10

7. Reliability

Audi has a good reputation for reliability. In the 11 years since its launch the A3 has proved a reliable car with electrical problems the main source of worries after an average four-and-a-half years into the vehicle’s life.

This generation model only dates back three years but we found the car very robust during our week’s ownership.

7/10

8. Safety

The A3’s electronic stabilisation program is the umbrella for a host of driver aids including anti-lock brakes and electronic brake force distribution. Driver, front passenger and front side airbags are fitted as standard. The A3 scored a four star rating following EuroNCAP crash tests

7/10

9. Equipment

The A3 range consists of A3, A3 Sportback and S3 Quattro models. There are variations in specification (standard, SE, Sport and S Line) between these three. Standard features on the A3 Sportback model we drove include CD/radio, electric front and rear windows, electric heated door mirrors and central locking. The SE model adds cruise control, 17” alloy wheels, light and rain sensor pack, interior light pack and storage pack. The Sport models also has front sports seats, front fog lamps and sports suspension. The S Line model we drove adds a black roof-lining, rear roof spoiler, exclusive front and rear styling and gearshift paddles (a manual version is also available). The S3 Quattro specification includes 18” alloys, four-wheel drive, six speed manual gearbox, chrome oval-shaped exhaust pipes and heaps of “S” sporty styling. However buyers could soon find themselves compiling a shopping list of other nice-to-haves from Audi’s huge options list which could substantially change the price. Our A3 features a huge array of extras which helped send the price just a few hundred pounds short of £30,000. Choosing the S line model cost £3,800, the DVD satellite navigation system plus was £2,175 while the Automatic S tronic transmission was £1,400. More modest extras included a BOSE stereo system for £440, heated front seats at £250 and 6 CD multi-changer for £320.

6/10

10. X-Factor

It’s a grown-up fun hatch. No, that isn’t an insult. There comes a time when the desire to drive an involving hatch isn’t accompanied by a desire to drive a car which looks like it dressed for the roller disco. The A3 Sportback is fun and grown-up. Suits us.

8/10

The Chevrolet Captiva is a keenly-priced seven-seater SUV with 4×4 capability on all diesel models.

It also comes with plenty of extras from the entry-level model upwards.

We drove the Chevrolet Captiva for a week to find out whether it’s as good as it sounds.

1. Looks

The Chevrolet Captiva is a stylish, chunky SUV with stacks of presence. The big, gold manufacturer badge dominates the grille while the car’s profile goes for the coupe-like styling seen on other new SUV/4×4 models including the Mazda CX-7. It seems tidy and compact for a car which can carry up to seven.

7/10

2. Looks inside 

The Chevrolet Captiva might be at the budget end of the SUV spectrum but that isn’t reflected inside the car. The driving position is great, nice and high, as well as being comfortable. The information panel is easy-to-read, though the green illumination might not be to everyone’s taste and the controls on the central console are easy to manage. The Chevrolet Captiva has a good interior which provides a nice environment for longer journeys. Full leather trim is available on the top-of-the-range LTX model and is good quality.

8/10

3. Practicality

Chevrolet claims the Chevrolet Captiva is the best value seven-seat SUV on the market (the petrol version is only available as a five-seater and there is a diesel option in this configuration too). The third row of seats do not lend themselves to long trips but should be fine for ferrying the little ones’ mates over shorter distances. The seats lie flush to the floor when not in place and are incredibly easy to “put up” – you simply pull one handle. With all seats up the boot space is limited to just 85 litres. However, flatten the back row, the second row and the front seat and the total load volume increases to a maximum of 1,565 litres. It is more SUV than off-roader but has (on-demand) 4×4 capability on most models (see Performance).

9/10

4. Ride and Handling

The diesel model Chevrolet Captiva we drove is an SUV with “on demand 4×4 capability” (The petrol model is front-wheel drive only). That means most of the time it operates as a front-wheel drive car with the 4×4 capability automatically kicking in when the vehicle senses the occasion warrants it. Chevrolet claims the on demand 4×4 capability enables the Captiva to match the handling of smaller cars – and it is relatively nimble for a seven-seater. However, the steering is inevitably a little vague and the car wallows in corners. But when it comes to ride quality, the Captiva is excellent. One of the regular passengers during our week-long test had recently suffered a very bad back and commented on the comfort, even over speed bumps.

8/10

5. Performance

The Chevrolet Captiva comes with a choice of two engines. The entry-level model is powered by a 2.4-litre manual petrol engine. But it is the new 2-litre diesel engine, available with a manual or automatic gearbox which is expected to account for the vast majority of sales and was the version we tested. All models boast roughly the same top speed, ranging from 111mph-115mph with 0-60mph times of 11.5 seconds for the two manual models and 12.2 seconds for the automatic. A five speed gearbox is standard on all models. We found the manual diesel model to be responsive with plenty of power available when needed.

8/10

6. Running Costs 

Fuel economy is reasonable for a car which can seat up to seven. Both automatic models, petrol or diesel, average 32.8mpg while the manual diesel model should achieve 37.1mpg. Go for the manual model and your car will fall within tax band F, currently a £200 annual bill. Obviously the more passengers you regularly carry the more economical your motoring will be.

7/10

7. Reliability

The Chevrolet Captiva was launched in 2006 after undergoing three million test miles but it is a little early for reliability issues to have surfaced yet. The South Korean-manufactured vehicle comes under the General Motors umbrella (Vauxhall is its big seller in this country and the Vauxhall Antara its sister car) and is backed by a three year/60,000 miles warranty plus three years AA roadside cover.

7/10

8. Safety

The Chevrolet Captiva was awarded four out of a maximum five stars following EuroNCAP tests. The 4×4 capability will assist grip on the diesel models and all cars benefit from safety features anti-lock brakes and six airbags (with electronic stability program available on LT and LTX models).

7/10

9. Equipment

The value for money emphasis on The Chevrolet Captiva’s sees all models come with plenty of extras. The entry-level five-seat petrol-powered LS version comes with 16-inch alloy wheels, air conditioning, electrically adjusted door mirrors, CD player and steering wheel-mounted controls. On diesel models there is a choice of LT and LTX models. The LT model, available with five or seven seats, adds 17-inch alloy wheels, electronic stability program, cooled glove box and leather-covered steering wheel and gear knob. The top-of-the-range LTX model we drove adds 18-inch alloy wheels, heated front seats, trip computer, cruise control, full leather trim, rain-sensitive windscreen wipers and more.

9/10

10. X-Factor

Chevrolet is as good as its word. You get great value for money with the Chevrolet Captiva. But in terms of the car itself, the feature which impressed us most was the superb ride quality. This is a very comfortable car for drivers and passengers, although, as mentioned above, the third row of seating is best used for short journeys.

8/10

Need to make an impression? Want to be ferried around from power meeting to power meeting in utmost comfort – but still get some fun out of driving?

The BMW 7 Series promises all this and more, wrapped in a seriously attractive package.

Web Editor Adrian Higgins put the flagship luxury saloon through its paces for a week.
1. Looks

Our colleagues have become a little blasé about the dizzying range of vehicles which turn up at the Auto Trader offices. But the BMW 7 Series stopped them in their tracks and prompted some to suggest the delivery might be for them. The BMW Series 7 represents the German saloon in its finest form. It is very recognisably from the BMW saloon family, albeit with the distinctive kidney grille widened. A 2005 makeover, which included the introduction of the long wheelbase model we drove, introduced features such as a slight bulge to the bonnet to emphasize the car’s sporty side in addition to its luxury credentials.

10/10

2. Looks inside

The speedo and rev counter dominate the information display, but everything else you need to know is simply laid out or accessible by scrolling through information on one of the steering wheel stalks. Another stalk is used for shifting through the automatic gears which soon becomes second nature so although the steering wheel fulfils many functions, it doesn’t feel overloaded. Between the driver and front seat passenger is a generous storage area fronted by the iDrive controller which operates the sat-nav, entertainment, communications and air-con. The set-up is repeated in the rear arm rest. The whole interior carries off the luxury feel well with extremely comfortable electronically controlled leather seats and curves which echo the car’s exterior shape.

9/10

3. Practicality

The practical purpose of the long wheelbase car we drove is likely to be ferrying company chairmen and CEOs between engagements. He or she is certainly not going to be disappointed by a rear environment which features loads of legroom, access to the iDrive system, a TV monitor and a footstool as well as very comfortable leather seats. The boot is cavernous and able to accommodate 500 litres of luggage. Inside the car there are four cupholders and some neat storage solutions within the central console. Space within the glove compartment is limited but the storage areas along the car’s central area are generous. There is plenty of headspace too.

8/10

4. Ride and Handling

Sitting in the rear is the luxury experience one would hope for while the opportunity for a more engaging drive is provided by awareness but no discomfort from lumps and bumps in the tarmac. We found the car very comfortable as driver or passenger but behind the wheel it has a nimble quality which belies its size although some will consider the electrically-assisted steering a bit vague. The Long Wheelbase version we tested features a “self-levelling rear suspension” which is set to ensure rear seat comfort, especially over speed bumps.

9/10

5. Performance

BMW offer a choice of four petrol engines but most buyers are expected to opt for the 231bhp 3-litre diesel engine we tested. It powers the car from 0-62mph in 7.8 seconds through the six-speed automatic gearbox and can achieve a top speed of 149mph. Acceleration was very responsive, the gear changes smooth and power available quickly whenever required. The petrol engines range from the 3-litre 258bhp 730i which adds 5mph to the top speed to the range-topping 6-litre 445bhp 760i which covers the 0-62mph sprint in just 5.5 seconds and boasts a top speed of 155mph.

9/10

6. Running Costs

The diesel engine makes for the most economical motoring in the range, returning an average of 34.4mph. Pretty good for a luxury car. The petrol engines are thirstier with the 6-litre 760i returning 21.1mpg. CO2 emissions from the 730i are 242g/km, placing it in top car tax band G, along with the other models, which attracts an annual bill of £300, increasing to £400 in April 2008. Insurance for the group falls into Group 17-20. However, buyers of luxury cars are unlikely to expect cheap motoring from a luxury car.

7/10

7. Reliability

This is a top quality car constructed from sturdy materials. The attention to detail is to a high standard: subtle lights highlighting the door handles, the elegant flipping of the boot at the click of a button. Each model comes with a three year warranty. The Reliability Index indicates issues with the 7 Series tended to crop up after around six years and would usually concern the axle, suspension and the cooling system. However this relates entirely to the outgoing model which was replaced by the existing model in 2002 before being further revised in 2005.

8/10

8. Safety

The BMW 7 Series comes with ten airbags as well as a host of driving aids to keep you out of trouble in the first place. These include anti-lock brakes and dynamic stability control as well as bumpers which will return to their original shape in impacts of less than 4mph. The car has yet to undergo EuroNCAP testing.

8/10

9. Equipment

The petrol-engined 730i and the 730Ld SE diesel model we come with a high level of equipment including the safety features listed above plus park distance control, front fog lights, cruise control, 17-inch alloy wheels, Xenon headlights, electric seats and CD player. The SE models add 18 inch wheels, voice control, and sat-nav. The 740Li and 750Li adds self-levelling rear suspension and rear windscreen sunblind. The 760 model adds comfort seats, automatic bootlid operation, hand-stitched leather instrument panel and many more features. The sport models add 19-inch alloy wheels, sports seats and suspension package as well as a three-spoke steering wheel.

8/10

10. X-Factor

There are plenty of X-factors to choose from. But if forced to choose one it would be the design. The BMW 7 Series looks superb.

10/10

The Ford Galaxy has been one of the most popular seven seaters on the road since its launch in 1995. It brought seven-seat practicality to the masses, and thanks to frequent updates, is still loved today.

This, the second generation Galaxy (the first major revision was a far-reaching facelift) spawned a sporty brother, the Ford S-Max. That car might grab the headlines for its ‘daddy-cool’ image, but the Galaxy is the more practical sibling.

1. Looks

The Ford Galaxy looks like a big car from the outside, but has an immediate consistent look with the smaller, Focus-based C-Max and sporty S-Max. Its front is as sleek as Ford’s other MPVs and its rear lights give a nod to the Mondeo saloon. It looks as through the Galaxy will be huge inside, with its boxy rear three-quarters maximising interior room.

8/10

2. Looks inside

The Galaxy is built alongside Ford’s Mondeo saloon and S-Max sporty MPV, with all three models sharing the same dashboard. It’s well designed and has a genuine premium feel, worthy of a badge from the most highly regarded German manufacturers. The red trip computer is reminiscent of those installed into VW and Audi vehicles. A u-shaped handbrake which lifts vertically is a nice touch in a centre console which sweeps between the two front seats. The view from the second row of seats is equally pleasant, with a table to occupy the outermost two passengers. The third row of seats lifts out of the floor. Our test car was fitted with optional £1,500 leather upholstery, which although costly, oozed quality. This is the MPV to show its rivals the way when it comes to interior style.

10/10

3. Practicality

Seven seats might steal the headlines, but it’s the amount of storage space in the cabin which really impresses. A row of cubbyholes running along the centre of the roof provide front and second row seat passengers access to oddments, while on the range-topping Ghia model, these stretch almost the full length of the car. There’s yet more storage on top of the dash, in the centre console and doors and even in the passenger-side armrest on the third row of seats. Unlike the original Ford Galaxy, which required seats to be removed to expand interior space, the latest model’s fold into the floor – although not completely flat like the Vauxhall Zafira. Boot space grows from 367 to 2,095 litres depending on the number of seats folded.

The third row lacks the ‘one-touch tumble’ offered by some other rivals, with the seat base and backs having to move separately. While not requiring the same level of manhandling to remove the seats as the original model did, it is still hard work.

9/10

4. Ride and Handling

The Galaxy shares many major components with the excellent Mondeo saloon, so inherits a good chassis. There’s less bodyroll than you’d expect, and the steering offers a good level of feedback. Our test car was fitted with the optional IVDC with Continuously Controlled Damping, which is a clever piece of kit that adjusts the firmness of the suspension through three settings, and changes the damping every 0.2 seconds for an optimum ride. Even on ‘Sport’ mode, the ride was good, but ‘Comfort’ felt a little bouncy at speed. ‘Normal’ was an excellent compromise.

8/10

5. Performance

Ford offers six engine choices: 2- and 2.3-litre petrol, and a choice of two 1.8-litre and two 2-litre diesels. The petrols offer some of the best performance, with 0-62mph times of 10.7 and 11.1 seconds and top speeds of 121mph and 118mph respectively. Oddly, the larger 2.3-litre engine is the slower of the two.

The diesels will make up the bulk of sales. The 1.8-litre comes in 100bhp and 125bhp flavours, and the latter is also available with a six-speed manual gearbox which marginally improves performance. Headline figures for these are 0-62 in 13.8 or 11.4 seconds (11.2 for the six-speeder) and top speeds of 106, 114 and 116mph. The 2-litres come in 128bhp and 138bhp guises offering 0-62mph in 11.8 and 9.9 seconds and top speeds of 116 and 120mph. The later, the high-power 2-litre diesel is the fastest, and as our test car pulled well in any of its six gears.

8/10

6. Running Costs

Starting at almost £20,000, there area cheaper seven-seaters on the market. And what the car will be worth after three years/36,000 miles depends on which model is chosen. The 1.8 TDCi 100 LX retains an impressive 51 per cent of its value, while the 2-litre petrol in Zetec and Ghia trim keep just 43 per cent.

Ford says the diesels offer average fuel consumption figures from 38.1mpg (2-litre 128bhp) to 53.3mpg for the 1.8-litre models. That’s good for a car with seven seats, making the emissions per occupant competitive. Insurance groups of 10 and 11 are average for this class of vehicle, and CO2 emissions ranging from 166 to 197g/km place the cars in tax bands E and F, costing £165 and £205 respectively.

8/10

7. Reliability

This incarnation of the Ford Galaxy hasn’t been around long enough for many common problems to emerge. It feels like a premium product, and vastly improved over Fords of old.

8/10

8. Safety

The Ford Galaxy scored a full five stars in the EuroNCAP crash test programme, and offers the full range of airbags, including driver, passenger, front side, 2^nd and 3^rd row side curtain and driver’s knee ‘bags. Additionally, all seats have full three-point seatbelts and a collapsible steering column. A deactivation switch for the front passenger airbag is a dealer-fit option.

10/10

9. Equipment

There are three models in the Ford Galaxy range; LX, Zetec and Ghia. The LX features air-con, heated electric wing mirrors, electric front windows, electronic stability programme and a heated front windscreen. The Zetec adds 16-inch alloy wheels, dual-zone climate control, electric height adjustment for the driver’s seat, electric front and rear windows, front and rear park sensors and a child observation mirror in front of the main rear view mirror.

The range-topping Ghia adds indicators and ‘puddle lamps’ in the wing mirrors, a Sony CD player, automatic headlights and rain sensing wipers, auto-dimming rear view mirror, cruise control and the full-length overhead storage bins.

8/10

10. X-Factor

It’s the MPV which feels like a quality saloon car with massive levels of storage space. There’s little to rival it for everyday usability for large families.

8/10

The Volvo XC90 was a hit as soon as it was launched in 2003 for its understated quality, practicality and luxury.

Now the Swedes have given it a shove upmarket with a facelift and introduced two powerful new petrol engines to add to the more frugal diesel model.

We drove one for a week to see how this multipurpose seven-seater SUV punches at a higher weight

1. Looks

Volvo is pitching its flagship off-roader at the luxury end of the SUV market and changes to the 2007 model reflect this. At the front this takes the form of a new, more chrome-laden grille and a bigger Volvo badge. The rear sees redesigned lights, a full-width rear skidplate and a greater level of colour coding than on previous models. The car also has a shorter roofline due to the sloping tailgate, designed to make it clear this is most definitely not a Volvo estate. Trim levels SE and SE Lux also feature new 18-inch alloy wheels as standard with 19-inch alloy wheels available on the top Executive trim.

8/10

2. Looks inside

Volvo interiors have a calming effect. The Swedish manufacturer likes to ensure its drivers are unhurried and unflustered and the Volvo XC90 is no exception. The information display is set low to emphasise the vehicle’s car-like credentials while the updated central console is angled away from the cabin, helping create the feeling of space. The latest model also incorporates new materials and upholsteries, such as Sovereign Hide leather to enhance the premium quality claims.

8/10

3. Practicality

The Volvo XC90 seats up to seven, with the sixth and seventh seats able to fold flat while not in use, just one of a total 64 possible seating combinations available – a big feature for buyers who have placed the car’s passenger capacity top of their list of reasons for buying. The split tailgate features a bottom half able to take the weight of an adult standing to load items on to the roof. The car features very comfortable seats with plenty of headroom. The second row centre seat is less roomy, but among a number of smart space-increasing ideas from Volvo is a removable armrest between the driver and the front seat passenger to create more legroom. It is also possible to slide the centre seat forwards to bring a child closer to the front seats. The downside of using all seven seats is the remaining boot space only amounts to 249 litres. However, this can be increased to 615 litres with the third row folded flat and up to a maximum of 1,837 litres with both rows of seats down. The XC90 also boasts off-road ability through all wheel drive, 218mm ground clearance and stability and traction controls.

9/10

4. Ride and Handling

The Volvo XC90 lives up to its promise of a luxury SUV drive. We found the car very comfortable as a driver and as passengers with the vehicle dealing with even the most demanding lumps and bumps with disdain. The handling does not match up to the benchmarks of 4×4 rivals the BMW X5 and the Porsche Cayenne and feels a bit vague in comparison but we were generally impressed by handling which instilled confidence through corners.

8/10

5. Performance

Buyers can now choose between three engines, two petrol and one diesel. The 185bhp D5 turbodiesel six-speed automatic gearbox model we drove covers 0-62mph in 11.5 seconds and has a top speed of 118mph. This delivered plenty of punch when required to overtake but also felt smooth for cruising. Go for the manual and the 0-62mph drops to 10.9 seconds while the top speed is increased to 121mph. If it is power you’re after however, the two automatic gearbox-equipped petrol models will prove more appealing. The 3.2-litre model covers 0-62mph in 9.5 seconds with a top speed of 130mph. The top of the range 4.5-litre model introduces Volvo’s first V8 engine and slashes the 0-62mph time to 7.3 seconds.

9/10

6. Running Costs

The diesel model is the most frugal, with the manual option the most economical at 34mpg. That compares with 31.4mpg if you choose the automatic. This drops to 23.9mpg for the 3.2-litre petrol version, and 20.9mpg for the 4.5-litre petrol model. The diesel model also offers the lowest CO2 emissions of 219g/km which place it within car tax band F (attracting an annual bill of £205), compared to the 3.2-litre petrol with 281g/km and the 4.5-litre petrol model with 322g/km. The two petrol-engined models fall into car tax band G, meaning a £300 annual bill until April 2008 when it increases to £400. From October cars in tax band G will also be face a £25 charge to enter the congestion zone in London. Insurance will not be cheap with models ranging between Group 15 and 19.

6/10

7. Reliability

The original Volvo XC90 was launched in 2003 before being updated in 2007. The model is still a little new to evaluate its reliability. However, Volvo has built a deserved reputation for building reliable cars and there is no indication that its flagship SUV is any exception.

7/10

8. Safety

The Volvo XC90 boasts plenty of kit to keep you out of trouble. The All Wheel Drive system reduces the chances of the driver losing control – as do driver aids dynamic stability and traction control, anti-lock brakes, electronic brake force distribution and emergency brake assist. There is technology to reduce the chances of rolling and Volvo has also increased the strength of the roof by using boron steel – which is up to five times stronger than regular steel. All this helped the Volvo XC90 receive a full five star EuroNCAP crash test rating.

10/10

9. Equipment

Volvo has armed its SUV with a high degree of specification to help its shift upmarket. The entry-level S trim is only available with the diesel model. Beyond that there are the SE, SE Lux and Executive trims. Go for the diesel model and choose the S trim and you will get 17-inch alloy wheels, front fog lights, rear park assist, 8-speaker CD system, steering wheel audio controls and leather gear knob. SE adds 18-inch alloy wheels, body-coloured wheel arches, mirrors and door handles, rear skid plates, electric driver’s seats, leather-faced upholstery, 6CD multi-changer and automatic windscreen wipers. SE Lux adds brushed aluminium roof rails, bi-xenon headlamps and cleaning system, Sovereign hide soft leather upholstery, wood trim and heated electric front seats. Executive adds 19-inch alloy wheels, extended body-coloured wheel arches, chromed wide tailpipe cover, 12 speaker-CD, sat-nav and a refrigerator within the front centre armrest.

8/10

10. X-Factor

The Volvo XC90 performs very well on most fronts. It’s a very competent car, whether you intend to go off-road, simply ferry the family about or pitch your use somewhere between the two. However, while drivers will still enjoy an engaging drive, passenger comments regarding the comfort of this car were overwhelming. The seats are great and the ride is superb. A great car for taking the slog out of long journeys.

9/10

The Mitsubishi Lancer Evolution series – or Evo as it’s more commonly known – has been in production and relatively unchanged since it launched back in 1992.

The ‘Evo I’ as it became known was the successor to the rally-winning Lancer 1600 GSR and the Lancer Turbo. In 1992 the Evo badge was born and the car, although undergoing a staggering nine revisions, retained the same basic architecture, albeit with more technology and power crammed in each time.

For 2008, Mitsubishi has launched this, the Evolution X (pronounced ten), and is only the second all-new Evo.

Based on the standard Lancer, as all Evos have been, the Evo X moves the format up a gear.

It still has the ability to conquer all road surfaces with frightening ability, but is more refined and comfortable, and Mitsubishi hopes as well as stealing sales from the new Subaru Impreza WRX and STi models, it could attract buyers normally tempted by BMW M3s and Audi RS4s.

Mitsubishi invited us to the test track operated by Aston Martin and motorsport specialists Prodrive to put the new car through its paces.

Sadly, the car is so new, Mitsubishi was unable to have the new cars put through the test procedure required for low-volume models, so we couldn’t sample the Evo’s talent on the road.

But we were able put the Evo through more extreme paces in the safe environment of the famous facility, including two skid pans, a high-speed circuit and a winding tarmac rally stage.

That’s more than enough to predict its abilities on the public road – and if evaluating the Evo X on a track was good enough for Mitsubishi, its good enough for us.

Three engines and two gearboxes

Like previous versions of the Lancer Evo, the Evo X has a choice of engines – all extremely powerful. The new car produces 290bhp, 324bhp or 354bhp depending on whether the FQ-300, FQ-330 or FQ-360 is specified.

The Evo X is devastatingly fast in all three guises, with the 300, 330 and 360 versions despatching the requisite 0-62mph dash in 4.7, 4.4 or 4.1 seconds respectively – slightly slower than the Evo IV. All models are limited to 155mph.

But for the first time, Mitsubishi has offered the Evo with an automatic gearbox on the FQ-300 version. The twin clutch SST (Sport Shift Transmission) is a fast shifting automated manual which features three modes, each changing the gearbox’s characteristics.

Select Normal, and the jerkiness between changes is reduced, making it ideal for driving around town. Mitsubishi also claims fuel consumption is improved by more than 10 per cent in this mode over traditional auto ‘boxes. The Sport mode shifts gears faster and higher up the rev range, and a Mitsubishi insider claims using this could improve B-road pace by around 20mph.

The third system is Super Sport mode, indicated on the dash by an S-Sport logo. Mitsubishi stresses this is not recommended for use on public roads, and to avoid accidental activation, the car must be stationary and the toggle switch operated for more than five seconds.

Super Sport means the driver has to hit maximum RPM – or the redline – before the car will shift gears to wring every last drop of power from the engine.

Naturally, gears can be shifted manually using the steering wheel-mounted levers or by pulling the gearstick back and forth, Touring Car style.

A conventional five-speed manual gearbox is also offered in all three versions, which unusually does without a dedicated reverse gear. In order to save weight, backwards motion is dealt with by the gearbox engaging first and third with an additional gear separate from the rest of the cogs.

On the track, the SST is very effective, shifting gears at the optimum time to allow the driver to concentrate on finding the best lines through the bends. Its one of the few gearboxes we’ve tested to make more sense at high speeds than a manual.

Gripping stuff

The Evo X is also equipped with a host of rally-derived technology to improve its fearsome traction.

It features the latest generation of Mitsubishi’s Super-All Wheel Control (S-AWC), which it has fitted to its World Rally and Paris-Dakar competition cars. The Japanese giant says it’s the best incarnation yet, and certainly produces an enormous amount of grip.

To illustrate this, we took the Evo X FQ-330 on two skid pans, developed to simulate driving on black ice and sheet ice. With the system activated, and with instructions to try and unsettle the car with heavy acceleration and steering, the Evo X snakes a little, but seems determined to head straight on.

And to underline the point of just how slippery this surface was, coming off the end of the course in a slide caused the tyres to grip the standard tarmac and painfully jolt the occupants from side to side.

With the systems off, the car still hung on surprisingly well, given the low-grip surfaces, but it was possible to spin the car easily.

This is all thanks to a package of features which incorporates an active centre differential (ACD), which splits the spread of power between the front and rear depending on which has most grip, and active yaw control (AYC). This limits yaw (side to side) movement by controlling the power which is sent to each rear wheel. It also features active stability control (ASC) and Sport ABS)

The entire S-AWC system can cycle through three modes, depending on the road surface: tarmac, gravel and snow.

On the track we found the system to work seamlessly, allowing a fair amount of understeer in the entrance to bends (when the car wants to plough on ahead under hard cornering) and oversteer (where the back of the car wants to slide out on the exit of a bend) before the system cuts in.

One particularly fast right-hander allowed the car to drift around before the next fast left-hander.

But with the traction control off, it’s even more fun – although not recommended on the public road.

And the Evo’s Brembo brakes were more than up to the job of hauling in all that speed, and remained as potent on the last lap of our test as the first. Very impressive, as was the Evo’s precise and well-weighted steering.

Refined

But where previous generations of the Lancer Evo have been hard riding, loud machines, the Evo X suspension is firm but pliant, and never became uncomfortable on our multi-surfaced track test. That’s thanks to a combination of Eibach springs and Bilstein shock absorbers – both names to whet the appetite of any performance junky.

And while the old models had Max Power-style drainpipe exhausts which barked and howled on the move, the Evo X is surprisingly quiet – but not so you can’t hear what 300-odd bhp sounds like.

It looks more civilised too and Mitsubishi has reigned in the temptation to fit outrageous wings and vents.

It’s a nicer car to sit in. It has more cabin space than the previous generation – and more than many of its rivals too. Large areas of grey and black plastics still remain, but it’s more stylish than ever.

There’s enough head and leg room for tall occupants, and a good amount of storage space goes some way to compensate for the small boot. Its considerably smaller than the standard Lancer thanks to the engines extra ancillaries like the turbo forcing Mitsubishi engineers to stow the battery and windscreen washer bottle in the boot. And the rear seats won’t fold like they will in the standard car either.

The boot on one of our test cars was partially filled with was the business end of a thumping 650W audio system – a 10-inch subwoofer.

Its part of the package which comes as standard with the high-spec GSR model. The Rockford Fosgate-developed HDD system also includes a 30GB harddrive to store around 1,500 audio tracks, satellite navigation and nine speakers in seven positions.

Standard equipment on the GS model – the entry-level Evo X – includes 18-inch Enkei alloy wheels, Brembo brakes, comfortable and supportive Recaro front seats, Bluetooth, automatic headlights and mirrors and electric windows.

It also features a category 1-approved alarm and immobiliser – essential for combating the legion of Evo-loving joyriders – and a tracking system, which comes with 12 month’s free subscription.

Step up to the GSR model – for an additional £2,000 – and you’ll a host of extras, but most will pick it for that ear-shredding audio system.

Like the previous model, the Evo X can be specified with a package of tuning bits from Japanese performance specialists HKS.

Easier to own

Mitsubishi has tried to make Evo ownership less painless with the Mitsubishi Service Plan – a three year servicing package
which, at £400 is around the price of a single service. Unsurprisingly, take up is around 98 per cent on vehicles the scheme is already offered on.

For the first time an Evo falls to group 19 insurance; the FQ-300 is still costly, but less than the group 20 models which make up the rest of the range. But servicing is still a frequent 10,000 miles or 12 months.

The biggest problem the Lancer Evolution X faces is the much cheaper Subaru Impreza – an age-old battle.

Which car will win? Only time will tell. But the new, more expensive Evolution has already sold out until May.

The compact SUV market is a £2.5 billion a year industry, accounting for approximately one in 20 cars sold in the UK.

And with so many small four-wheel-drive models on British roads, Volkswagen felt the time was right to throw its hat into the ring with this, the all-new Volkswagen Tiguan.

Vijay Pattni went to the launch to investigate.

First seen in concept form at the Los Angeles Motor Show in November 2006, the production-ready Tiguan was showcased at Frankfurt in September 2007, and is a completely new model from the “people’s-car” manufacturer.

Taking its design from its Touareg big brother, the new Tiguan is a handsome model, with sharp, muscular lines and good on-road presence.

And this feeling is echoed inside, with funky aluminium touches and a well-engineered finish to the dashboard and components – which it shares with the Golf Plus.

The driving position is near-perfect and all the controls are well-laid out and easy to find. The optional £795 panoramic sunroof gives the Tiguan’s cabin a genuine sense of space, while passengers in the rear will have little to complain about, thanks to acres of legroom and a raised seating bench, combined with fold-away tables mounted on the backs of the front seats on most models.

Computer blue

The Tiguan comes with permanent four-wheel-drive, dubbed 4MOTION in VW-speak, and can transfer a maximum of 50 per cent power to the rear wheels. In normal driving conditions however, the Tiguan sends 90 per cent of its power to the front – said to aid economy.

And it offers up a host of electronic driver aids as well, including hill descent assist (which applies the brake automatically when driving down steep hills) traction control and an electronic differential lock for tricky off-road conditions.

But the most impressive option in the new Tiguan – and a sure sign of its intended habitat – is the Park Assist function.

Press a button, and when the Tiguan recognises a parking space on the street large enough, it signals the driver to engage reverse. Then, the driver simply has to apply the throttle – the Tiguan steers itself perfectly into the gap. Costing just £450 extra, Park Assist ought to be a must for Tiguan buyers.

Diesel power

With petrol prices on the rise and emissions the hot agenda on every car manufacturer’s list, Volkswagen expects 85 per cent of Tiguan models will be sold with the 2-litre diesel engine.

The 2-litre TDI produces 140bhp and a healthy 236lb/ft of pulling power, which means the 0-62mph sprint is covered in 10.5 seconds, consuming 39.2mpg on the combined cycle and emitting 189g/km of carbon dioxide.

But translate those figures into real-world driving and the Tiguan offers up genuine oomph. The turbocharged 2-litre diesel spins up quickly and offers real overtaking power throughout the entire rev range.

The engine note gets a little thrashy at higher speeds, but overall we were impressed with the power, refinement and lack of ‘diesel-clatter’ of the 2-litre unit.

More surprising however, was the petrol variant.

Small is the new big

Global warming is heating up the car industry – manufacturers are bending over backwards to reduce carbon dioxide emissions and up performance, and one way of tackling the problem is to fit a smaller capacity engine.

But adding a small capacity ‘city-car’ engine to a four-wheel-drive off-roader sounds like a disaster waiting to happen.

So we approached the 1.4-litre TSI-engined Volkswagen Tiguan with hesitation. Surely a 1.4 wouldn’t work?

In reality, it shouldn’t – but it does.

Volkswagen has supercharged and turbocharged the baby petrol engine to produce a very respectable 150bhp and 177lb/ft of pulling power – with the ability to return 33.6mpg on the combined cycle.

Add it all up and you get a 0-62mph time of 9.3 seconds and a top speed of 119mph.

The petrol engine was quick, refined and zingy – it lacked a little low-down pulling power but once you dial up the revs, the 1.4-litre TSI unit really starts to sing and hustles the 1.5 tonne Tiguan with real zest.

On the move

The Volkswagen Tiguan is a ‘soft-roader’ – a small 4×4 with off-road ability and on-road composure.

We took the Tiguan off the beaten track and found it a remarkable off-road performer. In S, SE, and Sport spec the Tiguan is capable of tackling most minor 4×4 terrains and comes with an 18-degree angle of approach.

This means if the Tiguan is driving down a steep hill, it can rejoin the flat road if the road is at an 18-degree angle or less.

The Escape model – which Volkswagen reckons will account for just five per cent of Tiguan sales – comes with a revised front bumper allowing a much larger 28 degree angle of approach – which makes for a greater wading depth – along with hill descent assist and a protective front radiator grille.

We took it over a range of rough terrain and found the Volkswagen Tiguan performed well under difficult conditions – it tracked through slippery muddy fields with confidence and tackled high-angled bumps and deep ruts without any drama.

But more surprising is the Tiguan’s ability on normal British roads.

The suspension absorbs imperfections in the road without translating them through the car, while body-roll through the twisty stuff is hardly noticeable for such a high-seated model. The car turns in keenly and holds on to your chosen line.

And although the steering felt overly-assisted and light when tracking straight ahead, it weights up nicely in the bends, giving enough feedback on what the wheels are doing underneath. Overall, there is a good level of grip and nimbleness to the handling, while for longer journeys the Tiguan is a capable mile-munching cruiser.

The all-new Volkswagen Tiguan is the company’s first attempt at a baby off-roader and, with handsome looks, a range of decent engines, good on and off-road ability and VW’s peerless build quality, should prove a decent alternative to the Land Rover Freelander.

The BMW Z4 comes fitted with a 192bhp 2.5-litre engine; the Porsche Boxster gets a 228bhp 2.7-litre ‘boxer’ lump.

So how can the Honda S2000’s 2-litre engine compete?

Vijay Pattni went to Brands Hatch to see if it all added up…

Novelty socks, handkerchiefs and CDs – birthday presents are usually a mundane affair.

But Honda’s engineers decided to celebrate the company’s 50th birthday with a little more zing – the Honda S2000.

Built in 1999 to celebrate 50 years of Honda, the spec-sheet of the Honda S2000 reads like a sportscar purist’s dream – rear-wheel-drive, lightweight construction and excellent mechanics.

And now, Honda has revised the stunning S2000 with a host of suspension upgrades to mirror the version sold on the Japanese market.

Cockpit

Step inside the S2000’s low-slung cabin and you immediately get a feel for the car’s nature – the seats are supportive and strong, while the small-diameter steering wheel is stubby and perfectly positioned. The pedals and footrest are nicely spaced apart and the high-transmission tunnel makes the gearbox sit at exactly the right height – marking the S2000’s interior as more fighter-jet cockpit than cabin.

Twist the key and thumb the red starter button – a neat touch – and suddenly the engineering begins to reveal itself.

A bark-like burble on idle distinguishes the Honda S2000 from its rivals – but this is not the most unique fact about the amazing engine.

Power!

Using an advanced engine-timing called VTEC, the 2-litre petrol unit in the Honda S2000 spins to a dizzying 9,000rpm and produces 237bhp – making it one of the world’s most powerful 2-litre engines.

In fact, this engine has won four International Engine of the Year awards in its category.

But although Honda has extracted a whopping 237bhp from the 2-litre, the power is confined within a certain rev-range. Keep the S2000 under 6,000rpm and it feels like somebody has left the handbrake on.

And although the cabin is comfortable, the engine makes a lot of fuss at lower speeds with a harsh warble, meaning slow-town traffic can become a bit of a headache.

The noise insulation could be better – an equivalent BMW Z4 is quieter at lower speeds making for a more comfortable cruiser.

In the zone

But – and it is a big but – floor the throttle and shoot the Honda S2000 past 6,000rpm and everything changes.

The engine note becomes a rasping, electronic touring-car-drawl and the slinky S2000 rockets off the line with real zest – 0-62mph is covered in just 6.2 seconds and, where allowed, will rocket onto a top speed of 150mph.

As soon as the Honda S2000 reaches the magical 6,000rpm VTEC zone, the acceleration is vicious and instant.

Any headaches are banished as the S2000 comes alive – and this is partly thanks to its excellent on-road behaviour.

On the move

The 2008 model Honda S2000’s revised suspension components, including better springs and thicker anti-roll bars, give the car stability and poise.

We took it through bumpy village back-roads and challenging A and B roads and found the Honda S2000’s ride to be supple, composed and forgiving. It provides enough feedback through the steering wheel and chassis on what’s going on underneath – but not enough to make you feel sick.

The car doesn’t crash over potholes or hunt around in the road, instead tracking ahead to your chosen line – the steering feel is nicely weighted and communicative, but never becomes tiresome or unwieldy.

On the track

And this composure makes the Honda S2000 a perfect trackday tool.

We drove the S2000 at Brands Hatch – in the soaking wet – and were won over by its balance and feel through the bends. Thanks to the car’s perfect 50/50 weight distribution, it tracked cleanly through the course with acres of grip and – crucially – performed it without the drama.

A couple of hairy moments of power-oversteer were avoided thanks to the Honda S2000’s Vehicle Stability Assist (VSA) – which gently applies the brakes to the individual wheels (depending on the situation) to stabilise the car’s movement and predictability.

Pump those guns

And keeping the Honda S2000 in the power band – between 6,000rpm and 9,000rpm – requires constant gear shifting, unearthing another of the car’s unique characteristics.

Where a BMW Z4 gearbox has to be muscled into action with its unique knuckle-like throw, changing gear in the Honda S2000 is like reloading a high-power precision rifle – the shift is short, razor-sharp and powerful.

It is one of the great joys offered by the S2000, and with the manic VTEC engine zinging to 9,000rpm, working the six-speed short-throw gearshift is a real pleasure.

The new 2008 Honda S2000 is a remarkable piece of machinery – while it lacks the low-speed cruising ability of the BMW Z4, it hits back with a purist punch, making for a more focused sportscar.

With outstanding reliability, handsome looks, a well-finished interior and excellent handling, the Honda S2000 is one of the best sportscars for the money.

The Jaguar S-Type has been on the UK’s roads since 1999 and has found favour with motorists looking for classic car looks with modern car sensibilities.

Revised in 2002 and again in 2004 to address reliability niggles and to compete with its quickly-improving rivals, the current car is unlike anything else on sale.

Some argue the Jaguar S-Type looks are slightly contrived to create a direct link with the original S-Type from the 1960s, but others love its retro charm. Its 2004 facelift gave the mid-sized Jag some deeper front bumpers, which while at odds with the olde-worlde image, keep the car looking contemporary. The Jaguar S-Type has a genuine feline quality, from its four round headlights and oval grille through its curvy flanks through to its rear haunches.

8/10
2. Looks inside
There’s no doubting you’re sitting inside a Jaguar; it has a real sense of occasion, with leather covering most surfaces and a set of clear but classy-looking dials – much like an expensive chronograph watch. Jaguar’s trademark ‘J’ shaped gear gate sits ahead of a chrome push-button handbrake. The centre console sits in a curved recess and houses controls for the climate control and audio systems. The Jag’s leather seats look great and proved very comfortable too. Critics say the S-Type’s interior is old fashioned, so drivers seeking a modern, Germanic cabin should look elsewhere.

8/10

3. Practicality
The Jaguar S-Type isn’t the most practical car in its class. The boot can swallow 400 litres of luggage, rising to 810 with the rear seats folded. That’s about 100 litres less than the BMW 5 Series, mainly due to it being very shallow because of the S-Type’s sloping bodywork and space-sapping rear-wheel drive layout. There’s less legroom in the rear than many of its rivals, although it should be plenty for the average-sized occupant.

7/10
4. Ride and Handling
The Jaguar S-Type might look a little old-fashioned, but it drives as well as all but the very best in its class. The steering is responsive and well-weighted and the sport suspension fitted to our test car sharpened the chassis up well. Ride quality is excellent, only the big 18-inch alloys causing noise and very slight discomfort in the cabin. It proved to be an exceptionally refined car; the only unwanted noises or vibrations caused by the low-profile tyres.

9/10
5. Performance
The Jaguar S-Type can be specified with one of four engines: a 2.7 diesel or a 3-litre and two 4.2-litre petrol configurations; one with a supercharger.

The 2.7-litre V6 engine fitted to our test car is the pick of the range for most buyers, producing a punchy 204bhp and a huge 320lb/ft of pulling power; the bulk of which is low down in the rev range for effortless accelerating and overtaking. This adds up to a 0-60mph time of 8.1 seconds and a top speed of 143mph.

The 3-litre cuts the 0-60mph time to 7.3 seconds and a top speed of 143mph. The standard 4.2-litre will reach 60mph in 6.2 seconds, while the supercharged S-Type R will reach the same speed in just 5.3 seconds. Both are limited to 155mph.

9/10
6. Running Costs
Although the Jaguar S-Type is cheaper than many of its rivals, especially when factoring the amount of standard equipment, it is not a particularly cheap car to run, especially in the petrol-powered guises. Expect average mpg figures in the low-twenties for the 4.2-litre versions and mid-twenties for the 3-litre. The 2.7-litre diesel is the better option, with an official average figure of 41.5mpg. Insurance costs are average for this type of car, but the petrol engines fall into the highest tax band, while the diesel slots into band E, which currently costs £165 a year. Used values are behind the class leaders, but the 2.7 diesel versions commanding the best residual values with 40 per cent retained after three years/36,000 miles.

7/10
7. Reliability
The Jaguar S-Type had a reputation for reliability issues, but a raft of revisions introduced in 2002 fixed many of these. Far better ratings in owner surveys for later cars would indicate these problems have largely been ironed out.

8/10
8. Safety
Standard safety equipment in the Jaguar S-Type range include driver, passenger, side and side curtain airbags with Jaguar’s Adaptive Restraint Technology System to ensure they’re deployed correctly. ABS and electronic stability control also comes as standard on all models. The S-Type hasn’t been put through the EuroNCAP crash test programme, but it is likely to perform well should the worst happen.

8/10
9. Equipment
All models in the Jaguar S-Type range are well appointed, with an automatic gearbox, leather seats, climate control, front and rear electric windows, remote central locking, heated mirrors, alloy wheels and cruise control. Our test car was fitted with Jaguar’s optional £2,000 touch-screen sat-nav, which worked impressively, and had an option to display a Jaguar logo. The £375 Bluetooth telephone integration package is among the easiest to use we have encountered.

9/10
10. X-Factor
The Jaguar S-Type is a new car with classic car charm. It might not be up there with the class leaders by the usual measures, but it has a plenty of personality and still turns heads long after it was first introduced in 1999. It’s a car you’ll buy with your heart more than your head.

8/10

Fast? Maybe. Something unprintable? Possibly.

In fact it stands for Fuji; and more specifically the Fuji Speedway – home to last year’s Japanese Grand Prix – and the factory nearby which has just borne the hottest road car Lexus has ever built.

It’s not simply tinsel to convince the buyer of the car’s supposed racing credentials; the world famous Toyota circuit was used to hone the Lexus IS F’s dynamics.

As well as California’s Laguna Seca, France’s Paul Ricard and the fearsome 13-mile Nürburgring in Germany.

So expecting big things, I find myself at the Monteblanco racetrack about an hour from Seville, Spain.

After a couple of sighting laps from a professional driver, I was let loose on the freshly-laid tarmac. With the pro-driver, now ensconced in the passenger seat barking orders at me, I start learning the twisting track – and how the Lexus IS F handles it.

On my first flying lap I’m told to keep hard on the accelerator until well past a sign clearly stating ‘BRAKE’. Quite far on, in fact.

But even from slowing from 135mph in about 200 metres to tackle a tight hairpin at the end of the main straight, the IS F was totally unflustered.

More than can be said for me, trying to stop my lungs from exiting through my chest, such is the braking force behind those bespoke 19-inch lightweight wheels.

The massive 360mm dinnerplate-sized brake discs up front have been designed by Brembo, which supplies a number of F1 teams, and work harder and for longer than any brakes I’ve experienced in a car.

Lap after lap, the anchors hauled in the 1,700kg supersaloon with no signs of strain.

But it wasn’t just the brakes which were putting a smile on my face; the acceleration from the 5-litre V8 is almost never ending.

Supercar saloon

It’ll blast through the 62mph mark in just 4.8 seconds, before hitting an electronically-limited top speed of 168mph – considerably more than its German rivals.

The engine’s headline figures are 417bhp at 6,600rpm (200rpm short of its surprisingly low redline) and 372lb/ft of pulling power at 5,200rpm

The beauty of all that pulling power and the fact it’s not at the top end of the rev range meaning acceleration is ferocious in any gear.

Lexus has fitted the IS F with an EIGHT-SPEED semi-automatic gearbox, which will shift up in a tenth of a second, making it one of the fastest gearboxes ever fitted to a road car.

When making downshifts with the steering wheel-mounted paddles or by sliding the gearstick, with gearbox blips the throttle to match the engine speed to the lower gear, for smoother progress.

It works well, although flat out on a track, it takes some getting used to as the engine needs to slow under braking before it’ll shift down. On the road, this wasn’t a problem, however.

And although it tips the scales at over two tonnes wet, it can still be thrown around the circuit like a car half its size. There’s a whiff of understeer as the car’s girth tries to carry on straight when you want it to turn, but plant the accelerator to kick the back end out into oversteer, and it all snaps back in line.

The steering is direct and offers enough feedback for most, although the steering was slightly less sharp than we’d hoped.

On the track, we found the traction control reluctant to let go occasionally, meaning the Lexus IS F would get bogged down exiting some sharp hairpins.

We later found the car’s Vehicle Dynamics Integrated Management (VDIM) system, which takes care of the ABS, traction and stability control systems and the clever rear differential, could be switched off completely.

Although we wouldn’t recommend doing that on the road where its performance is simply devastating.

NASCAR growl

The most intoxicating thing about the Lexus IS F is the way it sounds.

Below about 3,500rpm, it sounds pure V8, but in a hushed way which wouldn’t upset your passengers or pedestrians in town.

At 3,600rpm, a second air intake system opens, giving a sudden, guttural growl reminiscent of a NASCAR. It can catch out the unwary, and found us checking our mirrors for another, louder car first time we opened the IS F up.

On the smooth tarmac’d motorways around Seville, the Lexus IS F rode excellently; very firm, but rarely uncomfortable. But on some of the broken-up B-roads – like many of the UK’s – the ride became harsh.

And when accelerating hard over bumps in the road, the back end became unsettled: the only time in the 220-odd miles – plus track time – we spent on the road it did so.

There’s no doubting the presence the Lexus IS F has on the road.

It’s 15mm wider at the front, to accommodate ducting to cool the brakes, and has yet more venting behind the front wheels. The bonnet sits higher, to allow space for that huge engine.

Naturally there is a smattering of ‘F’ logo badging.

But it’s the rear where most of the drama happens, specifically around four enormous exhausts, stacked in pairs on each side.

Well equipped

Although Lexus has priced the IS F in line with the BMW M3, Audi RS4 and Mercedes C63 AMG, it claims it’s better equipped than its rivals. In fact, the only entry on the options list is an £800 sunroof, and it is the only one to offer adaptive cruise control and a pre-crash safety system.

Highlights include touch-screen sat-nav, rear parking monitor, Bluetooth and a 14 speaker Mark Levinson audio system; keyless entry, electric folding door mirrors, full leather trim with electric seats, bright high-intensity discharge headlights and bespoke 19-inch alloys.

Unusually for a four door saloon, the rear is a strictly two-seat affair, with a tray arrangement and a fold-down armrest with integrated cupholders taking place of the centre seat.

Lexus will bring just 150 IS Fs to the UK in 2008 which should keep them a rare sight on the roads, and keep its used value robust.

The Lexus IS F comes with a three year/60,000 mile warranty, and will need a health check every 10,000 miles, with a major service every 20,000.

But running a car like this will never be cheap. After the £51,000 purchase price, it’ll cost another £300 (soon to be £400) a year to tax, thanks to its CO2 emissions of 270g/km. And although the IS F’s insurance group if yet to be decided, it’s likely to fall into group 20.

Fuel consumption isn’t as bad as we’d predicted though. Our test average was almost 22mpg, slightly down on the official figure of 24.8mpg.

However, driving and owning a car like this isn’t about making financial sense; it’s about enjoying your time behind the wheel.

And its exclusivity, coupled with its blistering performance and thumping V8 soundtrack is likely to be enough to steer buyers away from their local German marque showroom.