New Ford Focus Titanium diesel

The Ford Focus diesel makes a compelling case for high-mileage drivers, rivalling the VW Golf TDI and Kia Ceed CRDi

The automatic diesel edition of the new Ford Focus makes a strong case for itself; it’s a refined cruiser and the gearbox is a smooth performer. So long as you don’t try to rush it, the chassis has bags of ability that you simply won’t find in any other family car, too. For keen high-mileage drivers, it’s a compelling option, but for everyone else there are petrol editions that are cheaper, quieter, and even more fun.

Diesel may be going through a tough time, but it’s still a good choice for people who rack up plenty of miles. And the new Ford Focus EcoBlue is designed to offer that option to family car customers, rivaling everything from the Volkswagen Golf TDI to the Kia Ceed CRDi.
EcoBlue will be a new name to many; it’s Ford’s attempt to piggy-back the popularity of the EcoBoost small petrol engines, which have a reputation for being efficient, strong performers. In the Focus’s case EcoBlue means a 1.5-litre four-cylinder diesel, and it’s being offered in a couple of states of tune.

There’s a 94bhp (95PS) version with 300Nm of torque and CO2 emissions as low as 91g/km, and then there’s the 118bhp (120PS) edition we’re testing here, which has the same torque figure and emits as little as 94g/km of CO2. The Focus range also includes a 2.0 diesel, incidentally; it has 148bhp (150PS) and 370Nm, and emits from 114g/km of CO2, depending on wheel size.

There’s another factor that we have to consider here, though - and that’s transmission. Because the new Focus is the first Ford to be offered with a new eight-speed torque-converter automatic gearbox - a replacement for the Mk3 Focus’s unloved dual-clutch PowerShift set-up. The unit is also offered on the larger diesel, plus the 123bhp 1.0 and 148bhp 1.5 petrols.
So while you can have your Focus diesel with a six-speed manual, we’re testing the eight-speed auto here - thereby sampling two of the freshest elements in the new package.
There’s no mistaking the fact you’re in an auto when you climb inside - because there’s not even a stubby auto gear selector in place of the regular six-speed stick. Instead you get a slim rotary dial positioned at the base of the centre console. It may not rise majestically into use as the car fires up – as it does in Jaguar’s similar configuration – but it does free up a little more space between the front seats. And it’s a doddle to use, too.

You’re not likely to mistake the diesel for a petrol when you press the starter button, either, because the initial signs are that it’s a bit of a grumbler. There’s no intrusive judder to speak of, but it would be too much to say that the EcoBlue fires up with the smoothness of a petrol car. Rivals do a better job of disguising your choice of fuel type.

Still, as you pull away, things improve. The EcoBlue’s manners improve as it warms up, and it has enough power and torque to feel entirely comfortable in a vehicle of the Focus’s size and weight. There’s shove from less than 2,000rpm, in fact, and while you can rev the engine out to 4,500rpm if you so desire, you really won’t need to go there in normal driving.
The new Focus’s handling has already impressed us greatly in petrol editions and the good news is that the 1.5 diesel (which gets the simpler twist-beam rear suspension instead of a multi-link set-up) is very much cut from the same cloth. There’s a little more weight over the nose, but if the car is any less responsive to inputs – or any more reluctant to point its nose towards the inside of a corner – it’s by the smallest of margins.

Pressing the ‘M’ button in the middle of the gear selector allows you to use the steering wheel-mounted paddles to control the car’s shifts. You can make rapid progress, in fact, because the diesel’s extra low-down torque allows you to carry plenty of speed through corners and quickly regain it if you do lose momentum.
The gearbox isn’t flawless; it’s prone to the occasional clumsy shift, and despite Ford’s claims about its ability to adapt to both road gradients and the driver’s character, it can still leave you tantalisingly short of the engine’s sweeter rev range. Our impression, after a few hours of driving in town, motorway and on challenging B-roads, is that the seven-speed DSG – as seen in VWs, SEATs, Skodas and Audis – is still ever so slightly crisper.

But the incremental gains over the old PowerShift is considerable; the combination of the EcoBlue engine and the auto box allows you to harness the Focus’s excellent ride quality to make it a serene, comfortable cruiser. You could quite happily twist the shift controller to D, drive 600 miles and then get out of the car without giving the journey you’ve just completed too much thought. That would be a telling statement for many executive saloons, let alone a humble family hatchback.
The rest of the package has the same core strengths as you’ll find elsewhere in the new Focus range. The rear cabin accommodation is right up there with the best in class, with room for a couple of six-footers and no transmission tunnel to annoy the third occupant in the back seats. The boot is bigger than before, too. At 375 litres it’s a smidgen off the capacity of the Golf – and it has a bit of a lip to lift heavy items over – but it looks more than enough for most uses

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New Aston Martin DBS

The all-new 716bhp Aston Martin DBS Superleggera flagship has arrived, and it has the Ferrari 812 Superfast in its sights

Aston Martin’s revival under its new leadership has been nothing short of remarkable. A stream of new models and concepts have all helped towards profitability – a rare word in Aston’s long and illustrious history. And this new range-topping model pays homage to that history in its name: DBS Superleggera.
The DBS name first appeared in 1967, while the name Superleggera hints at the lightweight construction. However, this is a car bang up to date and a car that Aston boss Andy Palmer describes as ‘a brute in a suit.’
It uses the new DB11 as its base, along with a version of that car’s twin-turbo 5.2-litre V12. As a Super GT, it has a very different brief, though. It’s 70kg lighter than a V12 DB11 and uses shorter gearing for better performance. The quad exhaust has been tuned for more noise in the car’s most usable torque band – it’s 10db louder – and it is, according to Aston Martin’s engineering director Matt Becker, “More engaging and exciting than DB11.”

In terms of numbers, the Superleggera’s V12 produces 716bhp and 900Nm of torque, while the top speed is 211mph with 0-62mph passing by in just 3.4 seconds and 0-100mph in 6.4 seconds. Oh, and you’ll have to pay £225,000 to get one.
All that power is fed to the rear wheels via an eight-speed ZF automatic transmission with a lightweight carbon fibre prop shaft. And to prove that the Superleggera is a more focussed car than the DB11, the same drive modes as the Vantage are on hand: GT, Sport and Sport + with each tweaking the power delivery, suspension, handling aids, gearbox and steering to make the car progressively shaper and faster.

This is much more than a breathed on DB11, though. The full-height grille and body lines that Aston Martin design director Miles Nurnberger says look like rippling muscles give the DBS a look all its own, while the exposed carbon fibre hints at the weight saving the car’s name suggests. At the back there’s a full width rear light with a new light graphic.
Further developments of Aston’s clever aerodynamics such as the curlicue and Aeroblade, plus an F1-style diffuser create more downforce than the DB11, but with the same amount of drag.

Becker says that ride comfort is still very important to the car, but with more of the feel of a Super GT, so bespoke tuning for the forged double wishbones at the front and a sophisticated multi-link system at the rear provide more agility than in the DB11 with a ‘more aggressive front end’. Standard 21-inch wheels hide carbon ceramic brakes.
Inside the interior is very much like the DB11, with Aston improving materials and finish with each car it makes and offering more and more personalisation options, under the guidance of Aston’s design team. You can even have one of a limited run of 50 watches from Aston’s timing partner Tag Heuer to match your car if you so wish.
If you do happen to make it to the front of the queue, you should be able to get delivery of your new DBS Superleggera towards the end of this year.

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New 2019 Porsche 911

Two plug-in hybrid Porsche 911s to arrive when new 992 car is revealed next year, and our exclusive images preview the look

The next all-new Porsche 911, set to be unveiled in 2019, will be the first-ever production version to get hybrid power, Auto Express can confirm.
And the shock news is, there could be two new 911 plug-in hybrids on the way: one to sit in the middle of the range as an alternative to the regular Carrera model, and then another positioned at the top of the range, potentially alongside the flagship 911 Turbo.
Auto Express understands there’s a passionate debate in play among Porsche engineers and decision-makers surrounding the creation of a top-flight 911 hybrid. The iconic sports car is a precious commodity to Porsche, so comes under the biggest scrutiny of all in terms of future development.

Yet the inevitable move towards hybrid and full-electric models is already well under way at the company, hence the debate over what to do with and which powertrains to offer in the next 911, previewed in our exclusive images, and captured on test by our spies.

What’s certain is that the basic platform for the car has already been “fully developed to accept a hybrid powertrain”, according to our source.
In basic form that powertrain will be similar in principle to the four-wheel-drive, 3.0-litre turbo, 100kW electric propulsion system launched recently in the Cayenne E-Hybrid, which in V6 form produces a combined 455bhp and 700Nm. But in the flat-six 911 the powertrain will be tuned to produce more sporting responses and sounds. It will be linked to a dual-clutch PDK gearbox.

Expect a 0-62mph sprint time of less than four seconds from the basic 911 hybrid, with a maximum speed of more than 180mph, as well as official economy of 80mpg-plus and CO2 emissions of less than 80g/km.
Crucially, a hybrid powertrain will also add at least 250kg to the kerbweight of the next 911 compared with petrol-only equivalents, but Porsche insiders say the lessons learned from the 918 Spyder and Cayenne E-Hybrid projects will help them maintain the 911’s agility.

In certain dynamic respects hybrid power can be used as a plus, say the firm’s hybrid engineers, with four-wheel-drive e-power adding not just traction but also handling flexibility to the 911 recipe.
But it’s the potential for Porsche to add a second, more powerful hybrid 911, to sit alongside the Turbo and Turbo S right at the top of the range, that’s causing the most consternation behind closed doors, our sources claim.
The brand’s move towards hybrids and fully electric cars in future is now in full swing, with the Mission E saloon and entrance to Formula E also confirmed.

So a range of hybrid-powered 911s at various price and performance levels would fit the mission statement, even if some fans of the traditional 911 might not approve. To appease them, the GT3, GT3 RS and GT2 RS models will remain firmly in the development programme, and will stay resolutely petrol-powered for many years, according to our source.
By 2025 Porsche anticipates its global sales will be 25 per cent full EV, 25 per cent hybrid and 50 per cent conventional power. But sales of the latest Panamera have been 75 per cent hybrid in the UK lately, so Porsche has the flexibility to easily alter those percentages, our source claims, if and when the tide continues to turn in favour of EVs and hybrids.

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New 2018 SEAT Tarraco SUV

Short clip posted to SEAT’s Spanish Twitter account teases new seven-seat Tarraco SUV’s shape and LED lighting signature

SEAT has further teased the new Tarraco SUV ahead of its official unveiling. In a rather bizarre video posted to the brand’s Spanish Twitter feed, the new model can be seen beneath a bright orange sheet.
Skip over the rather trippy first minute and a half of the video, and the final shots show a distinct silhouette of the new seven seat SUV, while a clear look at the front LED lighting signature can be seen through the cover.
Under the skin (and the sheet) the Tarraco is closely related to sister brand’s Skoda Kodiaq, placing it above the Ateca in its existing SUV family. Previously, images leaked online through the Facebook group MQB Coding showed detailed renderings of how the Tarraco will look both inside and out.

The leaked interior shots revealed that the Tarraco will be equipped with a digital dash similar to that on the Kodiaq, while other layout traits are also shared with its VW Group sibling and other SEAT models.

The exterior images show that the Tarraco has adopted a rather different design language from the Ateca and Arona SUVs, though. Thinner LED headlamps, a clamshell bonnet and full length LED rear light strip are the stand out features. Our exclusive images (see gallery) preview how it could look when it arrives.The name of the SUV was decided by the public, after 51,903 SEAT fans voted for the name in an online poll. A total of 146,124 votes were cast during the #SEATseekingName competition run in the latter stages of 2017, with Tarraco proving to be the most popular of four choices.

The arrival of the new SUV was announced at SEAT’s March 2017 annual press conference, where the manufacturer also confirmed an operating profit of €143m (£124m) for 2016 – the highest in its history and the first full year of profitability since 2008.
In an exclusive interview during the conference, SEAT boss Luca de Meo outlined how the SUV will start a “new design cycle” for SEAT, leading up to the release of a “landmark” next-generation Leon by the end of the decade. “We want to be even more emotional and sporty in our design – both with the interior and exterior,” de Meo told Auto Express. 

De Meo also revealed the new SUV, which will be available with either five or seven seats, will share the modular MQB A2 platform with the Kodiaq and VW Tiguan. He also confirmed that the new car will be “designed in Barcelona and made in Germany” alongside those models. In contrast, the Arona will be built by SEAT at its plant in Martorell, Spain. 
“Producing the new SUV in Wolfsburg, in the heart of the VW Group, will reinforce the ties between SEAT and Volkswagen,” de Meo said. The Arona and the new SUV are part of SEAT’s plan to go from 50 to 75 per cent of market model coverage in the next year. 
Bosses also confirmed the new SUV is “designed for Europe”, rather than allowing SEAT’s expansion into other global markets. Over 80 per cent of SEAT’s sales are in western Europe, while the UK is the brand’s third largest market. 
As the flagship SUV is to be underpinned by the MQB platform, we expect it to be offered with a familiar range of four-cylinder turbocharged petrol and diesel engines. Both two and four-wheel drive will be offered – as with the Kodiaq – while de Meo said that a plug-in hybrid variant would “make sense”. Manual and automatic gearbox options will be available, while a range-topping Cupra variant hasn’t been ruled out.

The large SUV will be revealed in full in the middle of 2018, with a European release expected soon after. UK sales should start before the end of the year. Prices have yet to be announced, but expect it to be very near the Kodiaq’s £23,000 starting point.

New SEAT large SUV - previous hints

Three years ago at the Geneva Motor Show, SEAT showed its 20V20 large SUV concept, and its then-boss Jurgen Stackmann promised that it would reach production if the company's first SUV, the Ateca, proved a sales success. Now the current chief Luca de Meo has admitted that the bigger car is on track to reach dealerships before the end of the decade.
Asked at last year's show if he would like to do a SEAT version of the Kodiaq, de Meo replied: “I can’t say today, but we are working on it. We see opportunities; we’re looking at the business case and the vision of the product.”
He added, "20V20 was not just something we did for fun; there was some thinking behind that."

“The whole thing about SUVs is it’s where the money is today," said de Meo. "The next big thing will be interpretation of the SUV and possible themes – variations on the theme. The SUV is not a fashion thing, it’s a strength – in spite of everything: higher cost, higher CO2. It’s the new interpretation of a sports car.”

The new SUV (like the Kodiaq) will use the A2 variation of the architecture in its longer wheelbase, sharing many components with VW's recently launched Tiguan Allspace.
When quizzed recently by Auto Express on what would eventually replace the Alhambra, SEAT design boss Alejandro Mesonero said, "We do not want to do that body style any more. We will replace it, but not with the one-box design we have now."
The current Alhambra, built alongside its Volkswagen Sharan sister car, has been on sale for six years, with only a minor facelift in 2015. When quizzed about what would eventually replace the Ford Galaxy rival, Mesonero said: "We do not want to do that bodystyle any more."

De Meo also confirmed that he’d be happy selling bigger, more expensive SEAT models. “We could go bigger; you have to do it in the right way with the right timing and sometimes not in an obvious way," he said.

“In terms of transaction price, between the old Leon and the new Leon there was a huge jump, so we don’t have a problem being at the same level as other competitors - like, for example, the French.
“We have to do that step by step, we already did it with the Leon, the Ateca was another step so slowly we can find a way to build our presence and the level of average price between €20,000 and €30,000 – before we used to be between €10,000 and €20,000.”
However, di Meo did sound a warning about SEAT pushing too far upmarket. “If everyone goes up in the group, then we all end up doing exactly the same thing; then you don’t need 12 brands,” he said. “It’s very important for SEAT to reinforce its small-car business and be successful with cars like Ibiza and Arona. We need to profile the role of SEAT in the group.”
In spite of the arrival of new SUVs, de Meo confirmed that the brand’s successful Cupra models would continue. “I see additional possibilities of leveraging the whole story of Cupra,” he said. “I don’t want to be more precise than this, but you have to remember that I was the guy who resurrected Abarth when I was at FIAT, so I know that this kind of thing can work, but you have to do it right.”
When asked if it could apply to SUVs, he said, “Why not?” Auto Express revealed last year that a Cupra version of the SEAT Ateca is on the cards with power from the Leon’s 300bhp 2.0-litre turbo petrol engine. That model could still be seen later this year

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2018 Ford Expedition

2018 Ford Expedition Review: A Massive Improvement

 



The verdict: Big, bold and fully updated, the Expedition has the goods to take the sales crown away from the Chevrolet Tahoe.
Versus the competition: It may not have a V-8, but you won't miss the two extra cylinders; it has plenty of power and more usable space and useful technology than any other SUV in the class.

Just as minivans replaced the family station wagon in the 1980s, so too did big SUVs vanquish those vans in the 1990s. Since then, however, the Great Recession and occasional gas price shocks have returned the largest SUVs to their original role in the market: expensive vehicles bought by people who need big, multi-passenger vehicles that can tow a lot of weight. The segment leaders are the Chevrolet Tahoe and its longer sibling, the Suburban, and it isn't hard to figure out why: Their main competitor, the Ford Expedition, hadn't seen a major update in almost a decade. Now all that has changed. Behold the behemoth: an all-new 2018 Ford Expedition that aims to knock the Chevy off its top-truck throne — as it did in our Full-Size SUV Challenge.

Old-School Truck, New-School Materials

Like the old Expedition, the new one maintains traditional, trucklike body-on-frame construction. Under the skin, the Expedition is an F-150 enhanced with an independent rear suspension instead of a solid live axle. This arrangement also allows for a lower load floor in the cargo area, enabling the third row to fold away completely — an advantage over the Chevy Tahoe's seats, which fold flat but not into the floor. The Tahoe's raised floor eats into cargo space and makes it more difficult to load objects.

The 2018 Ford Expedition is fully updated, with modern SUV styling.

Cars.com photo by Christian Lantry

Like the F-150, the Expedition's body is now aluminum, but the weight difference for 2018 isn't that significant — just a 119-pound decrease for the base trim versus a comparable 2017 Expedition. Ford added all kinds of equipment and sound insulation that serve to offset some of the benefit of lightweight aluminum. The body looks slick, with a new and thoroughly modern appearance that's much more in keeping with the modern style of truck: high beltline, smaller windows and chunkier style. It's fresh, attractive and has a distinctly more aerodynamic look than the outgoing model.

The Expedition comes in two lengths: Expedition and Expedition Max (formerly Expedition EL). The extra room doesn't do anything for passenger space, but it does increase the cargo area behind the third row, so you're not forced to choose between extra rear passengers and extra luggage capacity. My primary test vehicle was a regular-length Expedition, though Cars.com editors have also driven the Max.

Old-Style Power, New-Style Engine

Powering the new Expedition is Ford's ubiquitous twin-turbocharged 3.5-liter EcoBoost V-6, a carryover engine. It puts out a healthy 375 horsepower in most trim levels and 400 hp in the top Platinum. New to the setup is a standard 10-speed automatic transmission — available with either rear- or all-wheel drive — and an electronic limited-slip differential.

Fire up the V-6 and it sounds like a well-tuned turbo-diesel. Some of the engine's noise is artificially generated through the stereo (all that soundproofing would prevent you from hearing the engine otherwise), but the sound that does come through is a fun mix of whooshing turbos and raspy exhaust. It sounds sufficiently butch for the truck it powers.

I found driving it to be quite a pleasant surprise, as well — the V-6 more than adequately powers the Expedition in both regular and Max versions, and it gets even punchier when you twist the rotary drive mode selector into Sport. Climbing the canyons above Malibu, Calif., handling the tight, twisting sweepers, descending into quick switchbacks — the Expedition exudes confidence and stability. Sport mode tightens up steering feedback and changes both accelerator sensitivity and transmission shift points, making those twisties even easier to take. Nobody will confuse the Expedition for a Mustang, but it by no means embarrasses itself on high-speed, challenging roads.

Ride quality is also outstanding. Wheel sizes vary from 18 to 22 inches depending on trim level and equipment. Higher-spec trims get an electronically adjustable suspension, but lesser models' suspensions provide a smooth, well-controlled ride, as well; there are no crazy, tippy body motions. If you need an off-road rig, Ford's got you covered there, too: An FX4 package is available that brings underbody protection, a low-range transfer case, special tuning for the electronic limited-slip differential, Michelin Primacy tires on smaller wheels, off-road shocks, a heavy-duty radiator and unique badging.

The big Expedition excels at hauling, with plenty of power and electronic aids.

Cars.com photo by Christian Lantry

Hooked up to a 5,500-pound camper, my Expedition towed like a champ, chugging up 6 percent inclines with ease, accelerating despite the load it hauled. The 10-speed automatic is well-matched to the engine, holding gears on downhill grades to save the Expedition's brakes and maintain easy control. The instrument panel also shows you tons of information, such as which gear the transmission's in at any given time.

Trailer sway control comes with a heavy-duty towing package, as does Ford's super-nifty Pro Trailer Backup Assist feature, which allows you to back up a trailer using a dedicated rotary knob on the dash and backup cameras. It takes the guesswork and trial and error out of backing up a trailer, making even the newest novice look like a veteran trucker.

Hooked up to a 5,500-pound camper, my Expedition towed like a champ, chugging up 6 percent inclines with ease, accelerating despite the load it hauled.

Where the Expedition falls short is in fuel economy, especially when towing. It also features a smaller gas tank than its main competition, meaning its overall range is notably shorter. The regular Expedition is EPA-rated at 17/24/20 mpg city/highway/combined with two-wheel drive, 17/22/19 mpg with four-wheel drive. The longer Expedition Max clocks in at 17/23/19 mpg with 2WD, 16/21/18 mpg with 4WD. In a recent real-world test for the Full-Size SUV Challenge, my Expedition 4WD achieved 21.5 mpg in combined driving, better than its 19 mpg rating. But that number dropped dramatically to 10.2 mpg when towing a camper — a steeper loss than the V-8-powered competitors in our Challenge exhibited, though still not the lowest mpg. Turns out that the twin-turbocharged engines positively suck down the petrol when you put the engine under some serious load, as I did up and down the hills of eastern Arizona. Combine that with the smaller gas tank, and you'll be making frequent pit stops if you're towing a trailer cross-country.

Better Inside, But Details Are Important

The interior looks as if it could have been lifted directly from the F-150, with all the pros and cons that entails. It's spacious, with excellent outward visibility, but the front seats feel unsupportive over longer voyages. One of our taller reviewers could not get comfortable, with his legs always at an angle and most of his thighs unsupported by the oddly short bottom cushions. The backseats are high, with plenty of room, and the ability to slide fore and aft means passengers in the two rear rows can negotiate legroom amongst themselves. The third row is usable for adults even when the second row is adjusted all the way rearward; slide it forward a bit and there really isn't a bad seat in the house. The second row also tilts and slides forward at the touch of a button, making ingress to the third row easier.

While it’s an attractive design, some materials and seams give away its pickup origins.

Cars.com photo by Christian Lantry

Materials quality in the cabin is mixed. The F-150 isn't known for having the best environment in its own class; it features plenty of hard plastic and seams between parts that simply don't flow together well. Some of this, like plastic molding seams on the grab handles, can be chalked up to early build quality, but some of it is simply how it's designed — it's a pickup truck that's been given a healthy makeover, but it's still a pickup truck in the ways that count. For a vehicle that can easily approach $90,000 in fully loaded Platinum trim and even top $70,000 for a well-equipped Limited model, this kind of detail is important. All the fancy quilted leather in the world doesn't excuse the fact that other parts look cheap.

The Latest Tech

Thankfully, Ford loads you up with tech goodies for that kind of coin, including gadgets that entertain (you can stream live TV to the entertainment system via Slingplayer and Sync 3, or even hook up a big-screen TV for tailgating), some that keep you safe (all kinds of lane-keeping aids, steering aids, anti-collision aids and autonomous braking systems), and some that help you drive (like the aforementioned trailer backup assist). The high-end audio system is by the new B&O Play brand, a division of Bang & Olufsen, and it sounds fantastic.

The entire experience in the Expedition is one of a significant upgrade, easily on par with the Chevy and GMC models on many levels and surpassing them in flexibility, spaciousness and amenities.

All This Utility Does Not Come Cheap

If you haven't priced out a full-size SUV in awhile, you'd better sit down for this next part. The starting price for an Expedition XL 4x2 is $49,290 including destination charges, but you'll never see that price on a dealer lot — they're meant for fleet sales to utilities or city governments.

Far more likely to be found is an XLT trim, which starts at $52,985 with two-wheel drive. Specifying four-wheel drive adds between $3,000 and $3,200 to the price depending on trim level. Add in everything you can get and you're looking at an Expedition Max Platinum 4x4 that will stop just short of 85 grand.

My regular-length Limited 4x4 model stickered at $72,655 including destination, and that included several popular equipment packages and leather for the first and second rows. For comparison's sake, the new 2018 Lincoln Navigator starts around $73,000 and can top out around $100,000.

Still, the Expedition's price is easily competitive with vehicles like the Tahoe, Suburban and GMC Yukon. It comes in at a bit more than the Nissan Armada, but it's a significantly larger vehicle with a much bigger interior. It's comparable in size to the Toyota Sequoia but has far surpassed that old, outdated model. It's more refined, with a much nicer interior and a multimedia system that's at least two or three generations more current.

With buyers snapping up big SUVs in increasing numbers, Ford's update to its big truck comes at the perfect time. That the truck is as good as it is should put Chevy on notice.

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2019 Volvo XC40

2019 Volvo XC40 Review: Premium Without Pretense

The verdict: The XC40 is a stylish, fun-to-drive subcompact that packs the utility of a bigger SUV.
Versus the competition: The XC40 offers distinctive looks and competitive luxury and technology — all with more practicality than many luxury subcompacts.

The 2019 XC40, Volvo's new small SUV, takes aim at urban and younger buyers with a technical, even cute design and impressive attention to detail. It will do battle with established luxury subcompact SUVs like the Audi Q3, BMW X1 and Mercedes-Benz GLA-Class.
The XC40 is no lightweight compared with Volvo's well-regarded bigger SUVs (except in actual weight): It offers most of the multimedia and safety tech brainpower of the compact XC60 and the mid-size three-row XC90, Cars.com's Best of 2016 winner. But it comes in a tidier, city-size package that's almost a foot shorter and priced about $6,000 lower than a comparable XC60.
For this review, I drove the two versions that went on sale first, the T5 Momentum and a sportier T5 R-Design. A fancier top-of-the-line T5 Inscription trim level now has joined the lineup; all three share the same powertrain and all-wheel drive. Due in the summer of 2018 are less expensive T4 versions with front-wheel drive and a less powerful engine, and Volvo says hybrid and battery-electric models are coming down the road. Overall, I found the XC40 to be a stylish, fun-to-drive model that packs the utility of a bigger SUV.

The R-Design has a floating black roof; a white roof is available on the Momentum.

Cars.com photo by Christian Lantry

Distinctive, Not Pretentious

The XC40 has a family resemblance to Volvo's bigger SUVs, particularly in the tall taillights and "Thor's Hammer" LED daytime running lights. Its upright profile is all SUV, not a dressed-up, lower-slung hatchback like some competitors.
The car riffs on these themes with a taut, original shape and a youthful attitude: It has a concave grille, big upswept back pillars and a "floating" roof offered in contrasting black or white. There's even a Momentum version that combines the available white contrast roof with white mirror caps and white wheels. That one was a bit too retro-white-go-go-boots for me, but the interesting blue-gray paint that went with it stood out as my favorite.
The R-Design gets a sportier attitude with its own blacked-out grille, a black roof, some gloss-black trim and bigger, 19-inch standard wheels. The Inscription, meanwhile, is a bit more conservative, with no contrast roof, a fancier premium grille and a return to 18-inch standard wheels.
The big, upswept back pillar is a standout design element, though it cuts rear visibility to the point that you really need the available 360-degree camera display and rear cross-traffic alert with automatic braking. A subtler touch is the little rubber Swedish flag tag at the corner of the clamshell hood — a nod to Volvo's heritage, though the XC40 is built in Belgium and Volvo is now owned by China's Geely.
Overall, the XC40 is a fresh, technical-looking design that Volvo says drew on sources as diverse as street fashion, designer goods, urban architecture and pop culture. While many luxury rivals try hard to look like Mini-Me versions of their bigger, more expensive stablemates, the XC40 stands on its own with a distinctive — but not pretentious — design that fits its small size.

2019 Volvo XC40 R-Design

Cars.com photo by Christian Lantry

Not Just Fun to Look At

The current T5 versions are all powered by a zippy 248-horsepower, turbocharged 2.0-liter four-cylinder with an eight-speed automatic transmission and standard AWD that includes hill start assist and hill descent control. We didn't drive the upcoming XC40 T4 base model with a 187-hp, turbo 2.0-liter four-cylinder and FWD.
Our test vehicles' 258 pounds-feet of torque came on early and stayed late, providing plenty of scoot around town with very little turbo lag and plenty in reserve for highway passing and on-ramps. The engine is a version of the base four-cylinder from Volvo's bigger, heavier SUVs, but it shines in this smaller package. Volvo estimates the XC40 will go from zero-to-60 mph in a respectable 6.2 seconds.
The eight-speed automatic's shifts are not always silky smooth. I was more than willing to forgive that, however, for the way it willingly downshifts to tap more power. The XC40 has five selectable drive modes (Eco, Comfort, Dynamic, Off-Road and Individual) that provide modestly different throttle, steering and transmission response.
My only real nitpick with the powertrain is that it drives better than it sounds — the same complaint we lodge against Volvo's larger models. The engine is a little buzzy when pushed, and the quiet cabin made it seem even more intrusive. The engine start-stop system is also a little rough in its stops and restarts.
The 248-hp, AWD XC40 has been EPA-rated a decent 23/31/26 mpg city/highway/combined, though it wants premium gasoline. That matches the rating (and thirst for premium gas) of AWD versions of the 2018 Mercedes-Benz GLA 250 (23/31/26 mpg), and it beats the ratings for AWD versions of the 2018 BMW X1 xDrive28i (22/31/25 mpg) and 2018 Audi Q3 (20/28/23 mpg). See their EPA ratings compared here.
The XC40 is the first Volvo on the automaker's new Compact Modular Architecture, so it has its own suspension with struts in the front and a multilink coil-spring suspension in the rear. The R-Design gets sportier tuning, but both models are firm without being harsh, and they're relatively flat in cornering. Coming in the summer of 2018 is an adaptive suspension option. As a fundamentally FWD design with its weight concentrated forward, the XC40 understeers when cornering hard. Steering is responsive but also lighter than desirable, though that's less true in Sport mode.
Overall, the XC40 is fun to drive — more so than its small SUV peers (at least the versions that haven't been tricked up (and priced up) by their brands' performance divisions, such as Mercedes' AMG).

Volvo made room for extra-large door storage by putting the speakers behind the dashboard.

Cars.com photo by Fred Meier

Less Elegant Inside, But Still Premium

Inside, the nature-inspired Scandinavian elegance of bigger Volvo SUVs gives way to a funkier design — still Scandinavian, but with patterned metal trim and some color choices you'd more likely see at Ikea than in nature, such as a red leather option or 1970s Lava Orange door panels and footwells. Yes, there is more plastic below your elbow than in a more expensive Volvo, but the effect is still premium thanks to creative design and quality materials in the places you look at and touch most. That ranges from the standard leather seating in all XC40s — unlike most of its rivals — to the original and eco-friendly feltlike material lining the door panels, which is made from 97 percent recycled water bottles. Adding to the premium feel is the fact that the cabin is well-insulated from road and tire noise.

One key way Volvo is trying to set the XC40 apart from rivals is with one of the most practical interiors this side of a minivan.

The interior also feels spacious and airy despite the XC40's 174.2-inch length — 1.6 inches shorter than a Subaru Crosstrek subcompact SUV. A relatively long 106.4-inch wheelbase and tall body combine to create the roominess inside.
The front seats were comfortable and supportive for a long drive, and they include extendable thigh support — no less than I expect from a company known for its seats. The backseat is less satisfying, offering sufficient space for adults only if the front occupant compromises a little. The base cushion is also too low and short for good thigh support, and the non-reclining seatback seemed a bit too vertical for my back.
As with the exterior, the R-Design Interior adds sportier details, including an R-Design steering wheel, pedals and gearshift. Also, the leather seating surfaces have a Nubuck finish. The Inscription, meanwhile, adds tonier details, including an available crystal shift knob and driftwood trim.

Volvo made room for extra-large door storage by putting the speakers behind the dashboard.

Cars.com photo by Fred Meier

Putting the Utility in SUV

One key way Volvo is trying to set the XC40 apart from rivals — most of which have limited cabin storage — is with one of the most practical interiors this side of a minivan. Most striking are the carve-outs reclaiming space from inside the door. The big bins in the front doors are made possible by new-design woofers behind the dash that eliminate the need for large lower-door speakers.
Other details include a removable trash receptacle ahead of the center console storage bin to catch the odd small trash and wrappers that otherwise end up in cupholders, a "phablet"-sized device bin at the front of the console, and card/parking pass holders both to the left of the driver and out of sight above the device bin. The glove box cover has a flip-out hook for a handbag or takeout bag weighing up to 4.5 pounds. There's even more storage space under both front seats, with an available drawer under the driver's seat. With all of these spaces available, the cupholders might actually be used for cups.
The cargo area includes 20.7 cubic feet behind the backseat (including an underfloor bin). That's a lot compared with, for example, the 16.7 cubic feet behind the backseat in an Audi Q3. The XC40's rear seats fold to create 47.2 cubic feet of space, with a flat floor measuring more than 5 feet long by more than 3 feet wide. A clever rear cargo floor option can be folded to stand up as a divider that includes bag hooks while restraining smaller items close to the liftgate. And in a detail that should be in all SUVs, the retractable cover stores onboard under the floor.

 

The standard 9-inch touchscreen is the same as that in the XC60

Cars.com photo by Christian Lantry

Full-Size Technology and Safety

While the XC40 is a smaller Volvo, its safety and multimedia technology has not been downsized. The standard City Safety system includes low-speed front collision warning and automatic emergency braking with pedestrian, bicycle and large animal detection. Volvo's Pilot Assist system, which combines sophisticated adaptive cruise control with lane-centering steering, is available, as is rear cross-traffic alert with automatic braking and a 360-degree camera system. The XC40 does not yet have crash-test ratings.
The XC40 also has a configurable 12.3-inch display for the standard instrument panel — a premium touch. Dominating the center of the dashboard and angled slightly toward the driver is the same vertically oriented 9-inch touchscreen as in the XC60, which handles almost all the climate and audio controls, as well as many other vehicle functions. It's just as sharp and colorful as in the XC60 — and just as distracting to use on the move. Thankfully, there's a volume knob, but a few more touch-without-looking physical controls would go a long way here.
Apple CarPlay and Android Auto smartphone integration is standard, a 4G Wi-Fi hot spot is available, and the XC40 comes with a four-year subscription to Volvo's connected car and emergency services. The big device bin at the front of the console has 12-volt and USB ports, plus an available wireless charging pad. There's another USB port on the rear of the console for backseat passengers, and a 12-volt power outlet in the cargo area.
The XC40 also has a smartphone-as-key app that lets the owner authorize friends or family to use the SUV and schedule their use times. With your OK through the Volvo On Call app, they don't need a key to open and drive the car for a fixed time (and they can't lose an expensive key fob). When time's up, the digital key expires.

Competitive Pricing or an All-In Subscription

The T5 Momentum starts at $36,195 with destination, the sportier T5 R-Design is $38,695 and the upscale T5 Inscription is $40,745, all with the more powerful engine and AWD. The coming T4 Momentum entry model, with FWD and less power, will start at $34,195, and other T4 versions will be similarly cheaper. Those prices are competitive with other small luxury SUVs, and each level includes competitive (or better) standard features. Compare features and specifications with similar Mercedes-Benz GLA, BMW X1 and Audi A3 models here.
Also like its luxury rivals, it's easy to quickly pad the XC40's sticker price. Both our test cars were well-equipped with options, and the Momentum as-tested totaled $44,315, while the R-Design sticker was $45,935. That pricing, however, is still well under the next size up in luxury SUVs, including Volvo's XC60. The XC40's room and features might suffice for a lot of buyers without taking that expensive next step.
In addition to purchase and traditional leasing options, Volvo also offers an all-in subscription route into an XC40. Care by Volvo is a 24-month subscription with no money down and a monthly payment that covers insurance, scheduled service and wear-and-tear repairs, and it gives subscribers the option to switch to a different vehicle after 12 months. You sign up online for a choice between two fixed configurations with select option packages: a T5 Momentum for $600 per month or a T5 R-Design for $700.

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New 2018 Suzuki Swift Sport

Suzuki's new Fiesta ST rival goes on sale next month, and for 30 days all buyers get £1,500 off

Suzuki has confirmed that the new Swift Sport will go on sale in the UK on June 1, and has reduced the asking price for its latest hot hatch for a limited time only too.
While Suzuki previously announced that the third-generation Swift Sport would command a £17,995 price tag, a launch price offer of £16,499 has been revealed, the near £1,500 saving applied to all customer orders made before the end of June.

For the money, buyers get a choice of six paint colour options for no extra cost. The Swift Sport also features automatic air conditioning, lane departure warning and a new lane keep assist function, Bluetooth, and navigation linked to a seven-inch touchscreen infotainment unit.
The price cut keeps the new Ford Fiesta ST at bay for now - order books for the more powerful Ford have just opened, priced from £18,995 for the basic ST-1 model.
The new Suzuki Swift Sport Made its debut last year at the Frankfurt Motor Show. As expected, the new car gets turbo power in the form of a 1.4-litre BoosterJet four-cylinder engine borrowed from the Vitara S. The engine provides the Swift Sport with 138bhp and 230Nm of torque, and sends drive to the front wheels through a six-speed manual gearbox. The transmission is the same found in the last iteration of the firm’s hot hatch, but has been re-engineered to improve shift smoothness and feedback.

While 138bhp means that the Swift Sport looks down on paper compared to the rest of its class – around 200bhp is fast becoming the norm in the hot supermini sector – it’s significantly lighter than its rivals with a curb weight of 975kg, and 70kg lighter than the previous Swift Sport. A new suspension setup sits underneath, and the car rides 15mm lower than before too.
0-62mph comes in at 8.1 seconds, with top speed at 130mph. The Swift's tiny curbweight means that 47.1mpg official fuel economy is quoted, alongside 135g/km.
The new engine will make its impact felt with additional torque, as the turbocharged engine delivers far greater torque from low revs than the old rev-happy, naturally aspirated 1.6 seen in the last Suzuki Swift Sport. Combined with a sub-one tonne kerbweight and compact dimensions, this combination could deliver entertaining handling around town and great cross-country B-road driving fun.

The Swift Sport boasts trademark hot hatch looks. There's a revised front end with large, aggressive cuts in the bumper, a revised front grille and a splitter to give the car a sportier nose, while lowered side skirts and large diamond-cut alloy wheels are also fitted.
At the back there's a sporty black diffuser with two large exhaust exits, just like the old Swift Sport.
Inside, the cabin gets a sporty update to go with its performance upgrades. Sports seats are present, as is a flat-bottomed steering wheel, red dials, and plenty of racy red trim pieces. As the Sport will be the flagship of the Swift range, it will come packed with Suzuki's latest interior and technology options. These include a seven-inch touchscreen infotainment system, a 4.2-inch display set between the dials, Bluetooth phone and music streaming, plus Apple CarPlay and Android Auto.
The dual lane departure system works between speeds of 37-100mph. If the car detects it is leaving a lane without the driver applying an indicator, the steering wheel will vibrate and a warning will sign on the instrument panel. New for the Swift Sport is the lane keep assist element, which will gently steer the wheel too. Suzuki's Dual Sensor Brake Support system is fitted as standard as well, enabling brake assist if high risk of a collision with an upcoming obstable is detected

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New Mercedes CLS 450 2018

Merc’s CLS is a relaxed and luxurious cruiser in 450 4Matic form, but how does it cope on UK roads?

Verdict

Merc’s smooth EQ Boost 3.0-litre petrol engine builds on the CLS’s credential as relaxed and luxurious cruiser, striking a great balance between refinement and performance. On UK roads and at low speeds, the ride quality isn’t as plush as you’d expect, however – a standard E-Class saloon is the better, cheaper and more practical in that respect.

What started as niche segment with the first generation CLS back in 2004, the four-door coupe market has now blossomed into a battleground between the German premium brands. Keen to demonstrate it knows best, Mercedes has now launched its third generation CLS in the UK.
We’ve already driven the 400 d and AMG CLS 53 on European soil, but this is our first chance to try the CLS 450 4MATIC petrol. It’s powered by Merc’s latest 3.0-litre six-cylinder engine, which incorporates clever mild hybrid 48v electrics (which Mercedes calls EQ Boost) to improve performance and economy. It’s available only with four-wheel drive and a nine-speed automatic gearbox.

Mercedes says the CLS 450 will hit 0-62mph in 4.9 seconds, but from the very moment the wheels begin to turn it’s clear this is a car focused on luxury and refinement rather than outright performance.

The engine is almost inaudible at idle and effortlessly sails its way up to 70mph with a delicate six-cylinder burble. It’s deceptively quick, in fact, helped by the EQ Boost system’s extra slug of power (250Nm and 22bhp) under hard acceleration.
The smooth transmission keeps things calm and serene as it works it way up through the gears at its earliest opportunity. But if you do decide to take control with the steering wheel mounted paddles, the gearbox can feel a bit labored with its changes. It does mean you shouldn’t have too much trouble achieving Mercedes’ claimed 36mpg; the low down shove and relaxed nature of the engine mean you rarely need full throttle.

The various driving modes change the car’s character. The Comfort, Sport and Sport+ settings make subtle adjustments to the car’s steering, gearbox and throttle response to sharpen things up. But the CLS is more at home in its default setting, where you can enjoy the graceful performance of the engine and supple ride quality. However, at lower speeds the CLS doesn’t iron out road imperfections quite so well – not helped by the big 19-inch alloys, which come as standard.
Another compromise you have to make with cars such as the CLS is practicality. The 490-litre boot is a rather awkward shape, while anyone taller than 6ft sitting in the back will feel a little snug – as that sloping roofline robs you of precious headroom. It’s also the first CLS to feature three seats in the rear, but a chunky transmission tunnel means it’s really only suitable for children.

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There will be few complaints about lavish cabin or tech on board, however. The CLS is as well appointed a penthouse suite in a boutique hotel; swathes of leather, textured wood and brushed aluminium cover every visible surface. A Burmester stereo, electric sunroof, 360-degree camera, Apple CarPlay and Android Auto come part of a £3,895 Premium Plus Package.
The only spec offered on the CLS in the UK is AMG Line, meaning all models come fitted with a full leather interior, twin 12.3-inch displays, sat-nav, climate control and 19-inch alloy wheels.

Key specs

• Model: Mercedes CLS 450 4Matic AMG Line coupe
• Price: £57,640
• Engine: 3.0-litre twin-turbo 6cyl
• Transmission: Nine-speed auto, four-wheel drive
• Power/torque: 367bhp/500Nm

• 0-62mph: 4.9 seconds
• Top speed: 155mph
• Economy: 36.3mpg
• CO2: 184g/km
• On sale: Now

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New DS 8

Our exclusive images preview the look of the new luxury DS 8 fastback, which is set to arrive in 2020

DS will crown its range with a ‘spectacular’ new flagship, Automotive can reveal. It will be on sale by 2020 and mark 65 years since the arrival of the original Citroen DS.
The popularity of traditional saloons is in decline – Ford recently decided to stop development of such vehicles in North America – but bosses from the newly formed luxury French brand feel it is imperative that the company has such a flagship model in its range.
Expected to be called the DS 8, the car is set to get a more radical look to help it fight against a struggling market. Speaking to Auto Express at the recent Beijing Motor Show, DS vice-president of product, Eric Apode, confirmed the design of the BMW 5 Series rival has been signed off by company bosses.
“The design is finished and I can tell you the car looks amazing. Since the beginning it was extremely important to have this car in our range,” he said. “But we will never do a copy; DS is something different, something spectacular. With our flagship we will do that.”

It’s understood the marque will shun a traditional three-box saloon silhouette for a design-led fastback, as previewed by our exclusive images.
Design cues taken from the new DS 7 Crossback will appear to continue the family look, while the flagship’s more unconventional rear end will give it a unique selling point in the market.

Apode added: “When we talk about DS, we say we are the only French car maker positioned in the luxury premium sector, that we are unique in this position. Whenever we do a car we don’t start the process by saying we want to copy a car from Mercedes.”

Beneath the skin, the DS 8 will be based on the recently launched Peugeot 508 and use that model’s EMP2 architecture, while conventional 2.0-litre BlueHDi diesels and 1.6-litre PureTech petrols will be offered.
Electrification will play a significant role in the DS 8, with Apode admitting that electrification has become the new definition of luxury.
The plug-in hybrid model will make use of the E-Tense system found in the current DS 7 Crossback. However, unlike with the SUV, it will be front-wheel drive only and feature a more modest power output. An EV range of 40 miles will be achievable

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New 2018 Audi A1

Next-generation Audi A1 will arrive towards the end of the year, and we've spotted in the final stages of testing

A new, second-generation Audi A1 is en route and will be revealed later this year, but we've spied the new supermini in the hands of Audi engineers, almost completely undisguised.
Caught by our spy photographers undergoing hot weather testing in southern Europe, this A1 mule sheds plenty of camouflage. The new face is straight from Audi's latest design catalogue, with a wider, hexagonal grille seamlessly blending into squarer headlight units. This five-door model looks longer than before too, with more bodywork around the C-Pillar. Fresh taillights sit in the revised tailgate.

With plusher versions of the Volkswagen Polo and Ford Fiesta on the market, the new A1 will need to be even more upmarket to keep its kudos as one of the classiest superminis. There's also the 2018 MINI Cooper to contend with, and the next generation DS 3 is due soon as well.
Though you can't tell just from the pictures, the Mk2 A1 will move on to the smallest version of the VW Group’s ubiquitous MQB platform, called A0. The switch in architecture also means that production of the A1 will transfer from Brussels in Belgium to SEAT’s Martorell plant in Barcelona, where the car will be built alongside the Ibiza and Arona.
The new platform will bring many benefits – the first being the ability to make the A1 larger than the current model. The wheelbase should expand around 90mm over the existing A1, and while the body is likely to grow by a tiny fraction of that, the extended wheelbase should bring benefits for rear passengers. Boot capacity will also rise slightly, potentially from the current car’s 270 litres to around 300 litres.

Our exclusive images of the new Audi A1 show how the car will look without the disguise, too. The spy shots show the larger grille and sportier-looking headlights, as well as big alloy wheels and sharper-looking taillights too.

2018 Audi A1 engine range

A new platform brings new engines, and the A1 range is likely to kick off with a re-engineered version of the current 1.0-litre three-cylinder turbo, developing around 100bhp. With the new Polo and upcoming A1 sharing lots of mechanical DNA, Audi may also choose to offer the A1 with the VW Group’s new 1.5-litre petrol and diesel engines – although the latter units are likely to appear first in the next A3. 

When the A1 does get the new 1.5-litre engines, their range of outputs – from 90bhp to 160bhp – should give Audi enough options for the entire line-up, with the exception of the S1 hot hatch.
There is also the possibility of Audi introducing a plug-in hybrid e-tron version of the A1. Back in 2012 it developed a concept featuring a three-cylinder turbo and electric motor. The technology is expensive, though, and if introduced it will push the A1’s price into new territory – possibly upwards of £25,000. However, it would give Audi a competitor for the BMW i3 – a car it can’t currently rival.
Audi never made a fully fledged RS version of the current A1, and with the car to be out of production soon it looks extremely unlikely to happen. With the next-generation model, however, there is a slight possibility. Audi has trademarked the RS 1 badge, suggesting that it is at least an option on the firm's table.

New Audi A1 interior and exterior design

Of course, a new model wouldn’t be complete without a new look. Our images give an idea of how the second-generation A1 will develop, with evolutionary rather than revolutionary changes. Expect sharper headlamps with a unique daytime running light signature either side of the latest company grille.
At the rear, wider tail-lights are likely to be inspired by the recently refreshed A3, with an integrated roof spoiler to aid aerodynamic efficiency and give the A1 a sportier look. Audi’s ‘scrolling indicators’ are set to be offered as an option across the range.

What is likely to be more intriguing to buyers is the raft of new tech inside. Audi’s 12.3-inch Virtual Cockpit will make an appearance for the first time, while Apple CarPlay and Android Auto will also be introduced on an updated version of Audi’s MMI infotainment system. The firm may roll out a WiFi hotspot as well as it aims to rival the connectivity offered by the A1’s main rival, the MINI.

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