New Volkswagen Touareg 2018

Volkswagen's Touareg is the flagship of the brand's SUV line-up and the new version does the job with real style

Verdict

The all-new Volkswagen Touareg sets a sky-high benchmark in the premium SUV class when it comes to interior quality and in-car tech. The cabin is a masterpiece, and paves the way for an exciting new chapter in the firm’s future. It’s a shame the new Touareg is not more involving to drive, but as a way of getting from A to B in luxury and complete comfort, few rivals come close. Our final verdict will hinge heavily on UK prices and specs, but initial signs are very promising indeed.

The VW Touareg has been a constant for Volkswagen since 2003. It was the firm’s very first off-roader, and paved the way for the now four-strong SUV line-up. However, with the current car more than eight years old, VW thought it high time the mainstay was given a complete overhaul.
So, for 2018, the Touareg is new from the ground up. It is 77mm longer and 44mm wider than before, and it sits on the VW Group’s flagship MLBevo platform. That means it shares many of its internals with cars such as the Audi Q7 and Porsche Cayenne, as well as high-end models like the Bentley Bentayga and Lamborghini Urus.

Visually, it’s a more considered design than before; the wider stance and lower roofline (-7mm) giving it a squatter, sportier stance. The wrap-around LED tail-lights provide a purposeful signature at night, while the huge horizontally-slatted grille emphasises this new-found visual dynamism.

But the biggest changes come inside, where the Touareg sets a class benchmark for quality and design. Digital dashboards are nothing new in this segment, but the VW’s optional dual-screen Innovision Cockpit display is a cut above the rest – slickly integrated to give the illusion of a single pane of glass spanning both the 12.3-inch digital dials and 15-inch central infotainment screen.
Not only does the set-up look superb, it works beautifully as well. The menus are configurable, using a tile-based system to allow you to drag and drop icons into positions of your choosing. Of course, functionality is top draw, with full-screen sat-nav with real time traffic info, as well as Apple CarPlay and Android Auto.
Ahead of the digital dials you’ll find a crystal clear heads-up display, showing a variety of trip information. Other tech highlights include a clever night vision system and 128-bulb Matrix LED headlamps.

Interior quality is superb. You’ll find swathes of leather across the dash and doors, as well as lashings of metal and high-quality gloss plastic. Everything you touch feels built to last, yet with prices expected to start from under £50,000, it’s likely the new Touareg will undercut like-for-like six-cylinder rivals from Land Rover, Mercedes and Audi by several thousand pounds.
Exact UK specs will be revealed when the car goes on sale in June, but expect safety to feature heavily on the standard kit list. Our car came with Adaptive Cruise Control featuring Predictive Cruise – a system that automatically changes your speed using the Touareg’s cameras and sat-nav data. It worked surprisingly well, in practice and required very little human input or interaction. Traffic Jam Assist and Cross Traffic Assist also feature, alongside Proactive Occupant Protection, which closes the windows and tightens the seatbelts if it senses an impending collision.
The new Touareg SUV will launch with a pair of V6 diesel engines. There’s a choice of two power outputs (228bhp or 282bhp) and before the end of the year a six-cylinder petrol will join the range. A V8 diesel is also on the way, and while a plug-in version has been confirmed for China, no European launch date has been announced.
Our test car had the higher-power V6 TDI, which is as quiet and smooth here as it is elsewhere in the VW Group range. It glides effortlessly along deserted motorways, and feels sufficiently muscular to pick up pace when things get twisty. The gearbox can be a bit hesitant and throttle response is occasionally sluggish, but the ride is excellent. The all-new Touareg will happily waft in Comfort mode before tightening up in Sport; admirably minimising body roll through tight bends.
It seemingly shrinks around you at low speed, too. In fact, the four-wheel steering set-up gives it a turning circle not dissimilar to the latest Golf hatchback. You notice it when making quick U-turns or exiting particularly tight junctions – where the Touareg just slithers through apparently impossible gaps. Of course, it’s laden with cameras, too, meaning parking is a doddle.

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The biggest disappointment – with regards to the driving experience, at least – is the numb and occasionally unpredictable steering. There’s very little feel, and while it weights-up in the more dynamic drive modes, the situation doesn’t improve. In terms of the ride, the big wheels highlight ruts and ridges that aren’t apparent in a Volvo XC90. It can be quite disconcerting, and isn’t likely to improve on broken British tarmac.
But from the back seat, the Touareg has improved once again. While rivals may offer seven seats, VW’s research suggests they are rarely used. As such, engineers have chosen to keep the firm’s flagship solely as a five-seater – improving space in the rear even for tall adults. There’s loads of knee room and ample headroom, and the doors open nice and wide for easy access.
The Touareg’s boot is huge, too. With the seats in place there’s 40 litres more than you’ll find in a Q7 (810 litres vs 770 litres) – and it very nearly matches the boxier XC90 punch-for-punch with its rear bench folded flat. Our car came fitted with all-round air suspension, which not only lets you to raise the ride height (by up to 70mm) for off-roading, but also allows you to drop it for help when loading heavy or bulky items in the back.

Key specs

• Model: Volkswagen Touareg 3.0 V6 TDI
• Price: £49,000 (est)
• Engine: 3.0-litre V6 turbodiesel
• Power/torque: 282bhp/600Nm
• Transmission: Eight-speed auto, four-wheel drive

• 0-62mph: 6.1 seconds
• Top speed: 146mph
• Economy/CO2: 40.9mpg/182g/km
• On sale: June 7

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BMW ad banned over depictions of dangerous driving

Advertising Standards Authority rules xDrive TV advert “gave the impression that the cars were being driven at a considerable speed”

A BMW TV advert for the company’s xDrive four-wheel drive system has been banned in its current form on UK television, after the Advertising Standards Authority (ASA) said it “condoned faster, dangerous and irresponsible driving”.
The minute-long ad (above) shows a variety of xDrive-equipped BMWs being driven off-road on snow and mud, and also contains footage of models being driven on the road in wet weather conditions.

Backed by Blur’s Song 2, a rousing rock anthem, the ASA said while it acknowledged that “some of the scenes took place off public roads”, it considered the off-road scenes were “not significantly different to environments that viewers might encounter.”

The ASA continued: “The demonstration of the capability of the xDrive system condoned faster, dangerous and irresponsible driving… presented in the context of excitement”. It also highlighted an instance of an X5 “appearing to skid on a dirt trail.”
BMW contested this interpretation of the ‘skid’, arguing the X5 demonstrated “a slight reduction in traction”, as the technical ability of the xDrive system was highlighted. BMW also argued the cars were driven in a safe and responsible manner.

The car maker added that Blur’s Song 2 was selected to appeal to the advert’s target audience, and was unlikely to imply the cars were driven at a high speed.
Despite these points – and the fact just one person out of the estimated 9.3 million who saw the advert complained - the ASA deemed BMW’s advertisement breached three advertising codes.
The rules in question stipulate motoring adverts must not encourage “dangerous, competitive, inconsiderate or irresponsible driving” and “must not demonstrate power, acceleration or handling characteristics except in a clear context of safety”

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New Mercedes C-Class

Saloon and estate prices for Merc’s new C-Class have been confirmed, with first deliveries set for July

Mercedes has released full prices and specs for the revised C-Class saloon and estate. The wide-ranging updates include improved infotainment and connectivity systems and new engines.
It remains on the same platform as before, so the styling receives only subtle changes as opposed to a major overhaul. New bumpers, revised headlights and tail-lamps feature; the standard configuration at the front will be halogen lights with LED daytime running lights, but with a full LED set-up available as an option.

The dashboard design remains much the same as before too, but the infotainment system has been completely overhauled. The outgoing car’s seven-inch screen has been ditched for a more advanced 10.25-inch set-up that’s standard throughout the range. Some of the infotainment functions can be controlled through touch-sensitive panels on the steering wheel, a set-up directly carried over from the larger E-Class and S-Class.

In addition to the display, all C-Class models are equipped with a reversing camera, heated front seats, satellite navigation and adaptive cruise control. The cabin also gets what the marque calls ‘Energizing Comfort Control’; a system which uses the air-conditioning, perfumed scents, seat heating, ventilation and massage functions to improve driver wellbeing.
An optional 12.3-inch digital instrument panel can replace the traditional analogue dials. It’s part of a £2,795 package which also adds a 64-colour interior ambient lighting system, Comand online, intelligent LED lighting and wireless phone charging.
From launch, the C-Class will be offered with a choice of one diesel and two petrol engines, with more units expected to follow at a later date. These include the OM654 four-cylinder 2.0-litre turbodiesel already featured in the E-Class, which in this installation produces 191bhp, 400Nm of torque, and returns a claimed 61.4mpg.
A 1.5-litre petrol unit is all-new, assisted by a 48-volt hybrid set-up which adds an additional 14bhp of electrical shove. Total system output stands at 181bhp and 280Nm, returning 46.3mpg. Both rear and all-wheel drive options are offered.

The range will initially be topped by the AMG C 43. The 3.0-litre V6 biturbo makes 385bhp and 520Nm - increases of 23bhp and 44Nm respectively. Deployed to the road through all four wheels, the C 43 can cover the 0-62mph sprint in 4.7 seconds in saloon form, taking a tenth longer in estate guise.

The £33,180 starting price means the revised C-Class carries a near £4,000 premium over the outgoing car, but this is due to both increased equipment levels in the base models and the hybrid assistance of the entry level C 200. The facelifted version of Merc’s BMW 3 Series challenger is priced from £33,180 and available to order now, with first deliveries due in July

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Volkswagen reveals two Golf concepts for Worthersee 2018

New Golf GTI Next Level and Golf TGI GMOTION concepts the creation of VW apprentices for Worthersee festival

Volkswagen has let a group of its apprentices loose on a pair of Golfs, and their creative efforts have spawned the GTI Next Level and the TGI GMOTION. The pair of concepts are set to feature at the 37th Worthersee festival in Austria.
The Next Level takes the standard GTI’s 2.0-litre engine and adds forged pistons, an uprated turbo, a beefier intercooler and upgrades to the intake and exhaust systems.

The changes result in a total output of 405bhp and 511Nm. It’s not just the engine that’s got significantly more power either - the rear seats have been ditched for a 2,480W sound system and a huge LED TV.

The styling changes are just as extreme. A white and black colour scheme is highlighted with hand-painted chevrons along the sides, and more aggressive bumpers and side skirts are fitted. And if you think the alloy wheels look familiar, you’d be right - they’re the same 20-inch items fitted to the Audi R8.
Meanwhile, the Golf TGI GMOTION concept is based on the Golf Estate, and gains off-road-inspired tweaks. It features body cladding taken from the Golf Alltrack, custom underfloor protection, a 40mm suspension lift and a roof box. An all-wheel drive conversion is teamed up with a 129bhp 1.5-litre turbocharged unit fueled by natural gas

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ASTON MARTIN.New Lagonda SUV

Aston Martin’s new luxury Lagonda brand set to debut with an all-electric SUV in 2021

Aston Martin has revived its Lagonda luxury brand, and an all-new SUV will be its first model to hit the market. The new model will make its debut in 2021, and has been revealed for the first time in this official design sketch.
As the image shows, the Lagonda SUV will be heavily inspired by the spectacular Lagonda Vision Concept revealed at the 2018 Geneva Motor Show. Expect a sleek, cab-rearward shape featuring deeply sculpted sides.

The new model, Lagonda claims, will be the first fully electric luxury SUV to hit the market. It’s part of a strategy which will see the brand producing a range exclusively powered by emission-free powertrains.
The saloon previewed in Geneva is due to arrive in 2023, with a coupe variant expected at a later date. The adoption of solid-state battery tech should see the saloon cover approximately 400 miles on a single charge, and wireless charging is also expected to feature.

The Lagonda SUV will share some of its technology with the Aston Martin DBX, which is likely to be named Varekai, being built in Aston’s new St Athan factory in South Wales. President and CEO Andy Palmer refused to confirm whether Lagondas will come out of the same plant, though, saying that other locations were under consideration, too.
Talking exclusively to Auto Express at Lagonda’s launch, Palmer said: “I’ve been a student of the electric [car] industry since it began and nobody has replicated what [Elon] Musk did to create a purely 100 per cent electric car company.
“Just being one car in a range doesn’t make a statement, while saying ‘this brand is electric’ and pinning your hopes and prayers on that technology, I think is a more powerful statement that’s easier for the consumer to understand.

“There’s so much confusion around what is a hybrid electric – even the Government can’t get it right,” Palmer continued. “So we demystify it; if it’s an Aston, it’s probably got a gasoline engine and it’s probably got a V-configuration. It might or might not have a hybrid attached to it. But if it’s a Lagonda, you know what you’re getting: it’s 100 per cent electric.”
Talking about the Vision Concept, Palmer told us: “It’s a design study, but it was done for Marich Reichmann (AML’s chief creative officer) to fixate on the design elements for Lagonda.

“But it’s practical as it’s used large chunks of the DBX platform, so it’s production feasible except on two points: it assumes a solid-state battery and I’m not sure we’ll have that by 2021. Plus, it has level-four autonomous features,” Palmer added. “I don’t think anyone will have level-four autonomy by 2021. Maybe by the mid-2020s.”
As for how Lagondas would be sold, Palmer said: “In the UK you could do it through a separate dealer network, but around the world Lagonda isn’t as well understood, so I think in the first instance it will be born out of Aston Martin.

“We’re seeing traction from the Aston Martin brand centres around the world where people don’t feel as though they’re buying a car, so I could see Lagonda centres in big cities.”
And it’s in these big cities where we could see Lagonda partner with other luxury brands. Aston Martin announced relationships with Tag Heuer, Beats headphones and Waldorf Astoria hotels during the Geneva show, while Lagonda models could eventually be used to provide autonomous transport options for well heeled hotel customers.
And although only two Lagonda models have been spoken about so far, it’s quite possible that the coupe, shown as a model in Geneva, could make it three

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New Mercedes EQ C ride

The first electric Mercedes EQ model has entered the final stages of testing, and we’ve been for a ride

Verdict

The first EQ model is hugely significant for Mercedes. Initial impressions are very promising, although we’ll have to wait a little longer to deliver our verdict from behind the wheel.

We rode around the block in the concept vehicle a year ago, but now Mercedes’ first full-electric EQ model is undergoing final testing.
We’re sitting alongside chief engineer Michael Keltz in a pre-production vehicle being driven in heavy disguise. The EQ C SUV will reach showrooms in 2019.

Inside, it feels as spacious as Merc’s regular GLC, but with a slightly lower roof. Despite being covered in cloth, it’s impossible to miss the large dual-screen set-up and MBUX infotainment system. Boot space looks good, too.

With a battery under the floor, the wiring loom is housed in the transmission tunnel. The car shares its platform with the diesel GLC, which means it can be built on the same line.
Keltz tells us the battery accounts for about 25 per cent of the EQ C’s weight. While he won’t say what that equates to, he doesn’t deny his engineers have had to work hard to manage the bulk.
Where there are challenges, there have also been opportunities; the EQ C’s tech enables new functionality. The ESP system can work directly on the electric motors, for example, using what Keltz calls “micro torque management” to aid the safety systems, which are now quicker and less intrusive.

That it’s quiet is no surprise, but the development team has worked exhaustively to remove any trace of electrical noises. Even by EV standards, the EQ C is eerily silent. There’s a touch of wind noise but that, says Keltz, is down to the hard panels that attempt to mask the new model’s shape.
There are two 250kW synchronous motors powering the car – one per axle – but the way they deliver their torque is different. The front axle motor is all about efficiency, and the rear one for maximum power to aid dynamics.

In regular driving the EQ C will run on the front motor only, and where possible it’ll disconnect and coast. Depending on drive mode, it’ll recuperate energy, too. Mercedes quotes an EV range of around 500km (310 miles), although this will be less under WLTP testing. Charging times will vary, but Keltz says that a 50 per cent fast charge should take around 20 minutes.

Keltz takes us for a ride at 120mph on the autobahn, while clearly enjoying the immediacy and force of the acceleration on country roads, too. It’s quick and on largely smooth German asphalt the EQ C seems to ride and handle nicely.
Despite its SUV looks, it’s only been tested on the road, because it has ground clearance equivalent to an E-Class Estate. The suspension is taken from that car, with self-levelling air springs at the back.
Mercedes will continue development right up to the launch, with the focus now on software changes. The physical parts are all ready for production, we’re told.

Key specs

• Model: Mercedes EQ C
• Price: £55,000 (est)
• Drivetrain: 2x250kW electric motors
• Power/torque: 400bhp/700Nm (est)
• Transmission: Single-speed automatic, four-wheel drive

• 0-62mph: 5.0 seconds (est)
• Top speed: 130mph (est)
• Range: 310 miles (NEDC)
• CO2: 0g/km
• On sale: Late 2019

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Volkswagen Polo

The latest Volkswagen Polo shows, once again, how sophisticated the humble supermini can get

The sixth-generation Volkswagen Polo arrives on the supermini scene boasting the same strengths as before. Put simply, this is the quality option in the class and it’s very spacious for a supermini too. You’ll be buying into a small car that rides with a similar level of composure to its larger sibling, the VW Golf, while the interior feels best in class. It is an expensive small car though, and its chief adversary, the latest Ford Fiesta, feels more fun from behind the wheel.

Our Choice 

Polo 1.0 TSI 95 SE

It's a stalwart of the supermini class, and the Volkswagen Polo comes with a mix of grown-up driving dynamics, upmarket interior quality and low running costs that places it right among the best choices in this segment.
The first Polo arrived in 1975 as a rebadged version of the Audi 50 small car. It came as a three-door hatch or two-door saloon called the Polo Derby, while the Polo Mk2 of 1981 introduced a new three-door pseudo estate body. The hatch continued as the Polo Coupe, and this also spawned a supercharged G40 hot hatch, while the Derby saloon was also kept on the books. With a facelift in 1990, the Polo Mk2 remained in production for 13 years.

By the time the Polo Mk3 arrived in 1994, the supermini class was better defined, so it came in three or five-door hatch body styles, as well as slow-selling estate and saloon incarnations. The first Polo GTI arrived in 1999 as part of the facelifted Mk3 range, while the whole model range was replaced by the Polo Mk4 in 2002. By this time, the estate and saloon variants had fallen by the wayside, although the oddball Polo Dune added off-roader looks to the supermini mix.
Volkswagen decided to approach the Polo differently from the Mk5 car onwards, released in 2009. The supermini took on a decidedly Golf inspired bent, which is a theme carried over strongly in the latest model. It even sits on a shortened version of the Golf platform, known as MQB A0.
The Mk6 VW Polo range is wide, with five regular trim levels offered as of now. Base cars are badged Polo S, with SE, Beats, SEL and R-Line versions making up the rest of the line-up. Two GTI offerings are available, with a plusher GTI+ version introduced to supplement the standard hot hatch. Buyers will find both petrol and TDI diesel engine options on the table.
The supermini segment is fiercely competitive in Britain and many of its biggest names – including the Polo – are regularly in the top ten best selling cars in the country. The new car enters the fray aiming to take on in-house Volkswagen Group competition in the form of the SEAT Ibiza, Audi A1 and Skoda Fabia, plus the likes of the Vauxhall Corsa, Hyundai i20, Renault Clio, Citroen C3 and of course, the Ford Fiesta. 

Engines, performance and drive

The Polo is safe and comfortable rather than fun on the road but the 1.0-litre TSI turbo petrol is a cracker

If the Ford Fiesta is seen as the fun choice in the supermini class, it’s certainly fair to stick the refinement and comfort crowns on the Polo’s head. It boasts a supple ride for a small car, edging out its competitors with Golf-like composure. Volkswagen’s engineers have coaxed a comfortable character out of the Polo compared to the SEAT Ibiza – a car also using the MQB A0 architecture.
Unsurprisingly, it can still develop a rough edge on potholed roads or over nasty ridges in the tarmac, particularly with larger wheels fitted, but the overall the ride quality is very high, and basic models on 15-inch wheels ride very well indeed.
On A-roads and motorways, the Polo feels a much larger car than it actually is. Refined power units only assist in this regard, while wind and road noise levels are impressive, too.

The trade-off is that some rivals are more fun when the road begins to narrow and twist. The steering itself on regular versions is sharp and direct enough, but devoid of feel. It’s the same deal with the pedal box and gearshift on manual models, revealing that the Polo is focused towards being as easy and as relaxing to drive as possible, rather than on providing outright fun. There is a balance between comfort and capability, but the bias is towards the former.
It does mean that the Polo works well in town, however. The good low speed ride paired to the direct, lightweight steering means that it shouldn’t be too terrible a place to be stuck in stop-start traffic.
As standard most Polo versions are equipped with a five-speed manual gearbox, with a six-speed transmission on the most powerful variant of the 1.0-litre TSI three-cylinder unit. The basic engine is an older 1.0-litre MPI three-cylinder petrol without a turbocharger, developing 64bhp and only available on the entry level Polo S.
A sprightlier version of this engine with 74bhp also exists. The newer, turbocharged TSI 1.0-litre is available with either 94bhp or 113bhp, the latter equipped with a six-speed gearbox. These cars are available with a seven-speed DSG transmission as an optional extra.
Diesel options consist of a 1.6-litre TDI four-cylinder with two power outputs, both linked to a five-speed manual gearbox. On Beats and SE Polos, the unit develops 79bhp, while it gets a bit more power under the bonnet of the SEL car, with 94bhp on offer.
At the top end of the line-up, the new Polo GTI uses a turbocharged 2.0-litre four-cylinder motor lifted from the Golf GTI. However, power is capped at 197bhp and 320Nm of torque. The hot Polo is only available with a six-speed DSG gearbox for now, but a manual version is coming. Sports Select suspension is on the options list, serving up two-mode switchable, though not adaptive damping.

Engines, 0-60 acceleration and top speed

The entry level, 64bhp, 95Nm MPI engine option can’t really overcome the sluggish performance suggested by its on-paper figures. Taking 15.5 seconds to reach 62mph, it feels a little out of its depth on motorways and dual carriageways, and you won’t want to rely on it for overtaking purposes. It’s probably a similar story with the 74bhp option, which takes 14.9 seconds to hit 62mph from standstill and is only marginally quicker, chalking up a top speed of 106mph to the 64bhp car’s 102mph official figure.
In almost every case, we’d recommend stumping up a bit more cash for one of the newer, more powerful 1.0-litre TSI units. In either 94bhp or 113bhp guise it delivers a dollop of refined performance, while the turbocharger means torque swells to 175Nm – there’s much more grunt to lean on and it’s easier to find when dropping down a gear to overtake.
It’s a peppy unit, but it’s impressively quiet at motorway speeds too. The 94bhp TSI car does 0-62mph in 10.8 seconds and tops out at 116mph. The 113bhp, six-speed car ducks under ten seconds to record 0-62mph in 9.5 seconds, with top speed clocked at 124mph.
We’d recommend leaving the seven-speed DSG automatic out of the equation, and stick with the slick and easy standard fit manuals. We haven’t sampled a diesel, though the 1.6-litre TDI offering under the bonnet is a proven unit. Diesel sales are expected to account for only a tiny fraction of Polos leaving showrooms, however.

As for the GTI, the familiar 2.0-litre motor serves up 197bhp and 320Nm of torque from just 1,500rpm, so there’s plenty of performance low down in the rev range, a competitive 6.7-second 0-62mph time and 147mph top speed. However, it does feel like it’s been reined-in so as not to step on its more powerful (and more expensive) Golf GTI sibling’s toes. In the DSG version, the step between second and third means the powertrain doesn’t feel as snappy as it might with a manual box, either.

MPG, CO2 and running costs

With frugal three-cylinder petrol engines on offer, the Polo can keep running costs down

With either of the 1.0-litre TSI units forming our favourite choices from a performance perspective, the turbocharged three-cylinder options make sense when it comes to fuel economy and emissions too. Volkswagen claims 64.2mpg for the 94bhp version, with CO2 emissions of 101g/km.
It doesn’t quite match the official 65.7mpg figure of the Ford Fiesta EcoBoost 100, though the difference is minute. In fact, head-to-head Auto Express testing has produced a 43.3mpg real-world figure for the Polo 1.0 TSI 95 SE, and 42.0mpg for the EcoBoost Fiesta.
Opt for Beats or R-Line trim, and the figures take a slight hit owing to the additional weight of more equipment – official combined MPG drops to 62.8, with CO2 rising to 103g/km. Add the seven-speed DSG and the figures drop further still, but all Polo TSI models still claim over 60mpg officially.
The underpowered MPI units chalk up very similar figures. Both 64bhp and 74bhp versions officially return between 58.9mpg and 60.1mpg dependent on spec, with CO2 emissions fluctuating from 108-110g/km.

Diesel options are the most frugal. Volkswagen claims 76.3mpg for the 79bhp 1.6-litre TDI engine with emissions of 97g/km, while the slightly more powerful 94bhp version of the same engine has been rated at 74.3mpg with 99g/km of CO2 from the tailpipe. Of course, the pricetag premium you’ll pay for one of the cheaper to run diesel options means that you’ll have to rack up many miles over the national average annually for it to make financial sense in the long run.
Unsurprisingly, the GTI will be the costliest Polo to run. Volkswagen claims 47.9mpg combined, with 134g/km CO2. That’s for the seven-speed DSG equipped GTI – the forthcoming six-speed manual should be a little more efficient.
From a tax perspective, all Polos bar the GTI slip into the £145 first year VED band when on standard fit wheels, with the hot hatch taxed at £205 for the first year.

Insurance groups

Basic S and SE models with the underpowered 1.0-litre MPI engine will be very cheap to insure, as both the 64bhp and 74bhp rated versions sneak into insurance group 1. All cars fitted with our recommended 94bhp 1.0-litre TSI occupy a slot in group 8, with 113bhp cars stepping things up to group 12. The entry-level 79bhp 1.6 TDI diesel in SE trim sits in lowly group 6, stepping up to group 7 in more eye-catching Beats trim. The sporty GTI and GTI+ versions sit in groups 26 and 28 respectively.

Depreciation

Predicted residual values for the Polo are impressive, and experts expect it to retain more value the Ford Fiesta. Our pick – the Polo SE 1.0 TSI 95 – is the best choice in this regard, which is anticipated to retain 43.63 per cent of its value on average over three years.

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Representative Example: Representative APR of 7.9% borrowing £10,509 over 48 months on HP type finance, the amount payable would be £250 a month, with a total cost of credit of £1,483 and a total amount payable of £11,992. Dennis Buyacar Ltd, 31-32 Alfred Place, London, WC1E 7DP (GB09151058) is a credit broker regulated by FCA (FRN:667368)

Interior, design and technology

Subtle exterior changes cloak a revolution inside, with a completely fresh cabin and impressive infotainment

From a design standpoint, the sixth-generation Volkswagen Polo is an evolution of the fifth-generation car, and while it lacks the sharp flair of the SEAT Ibiza or the Mazda 2 it’s a neatly designed supermini.
The chunky, signature Volkswagen front end features C-shaped LED daytime running lights, which are standard across the range. The new lights form an angular signature, feeding directly into the front grille. The rear end has a more squared-off look, and is much more in tune with the previous generation car – the taillights and tailgate are pretty much the same shape as before.
S, SE, Beats and SEL cars all make use of the same standard bodykit, though the SE and SEL models are fitted with alloy wheels as standard, and the Beats gets distinctive badging, a decal stripe running from front to rear, plus unique 16-inch alloy wheels. R-Line cars get a sporty bodykit inspired by the Polo GTI. SE cars up can be equipped with a glass panoramic sunroof.

While the business-as-usual shape means that the VW Polo isn’t quite as eye-catching as some rivals, you can’t fault the level of the fit and finish. Tight shut lines are a sign of its quality, plus the classless looks mean it will appeal to a broad cross-section of customers. An enormous paint colour palette and roster of optional alloy wheels means that you’ll be able to make the Polo your own.
In contrast with the subtle exterior redesign, the interior is wholesale change. The new dashboard layout is dominated by a large, sweeping angular panel, which allows the Polo’s myriad of infotainment options to sit neatly in the centre of the cabin. As you’d expect, material quality and fit and finish is right at the top end of the class, and the interior itself is fairly customisable.
The flagship addition is the availability of a fully digital instrument panel – Volkswagen’s 10.5-inch Active Info Display is big car tech, and unique in the supermini class for now. The interior can be customised with Dashpad packs – available in a trio of colours, while the Polo Beats sports a vibrant and youthful interior colour scheme as standard.

Sat-nav, stereo and infotainment

New generation infotainment is a headline feature of the Mk6 Polo, and even the entry-level S model comes equipped with a Volkswagen Composition media touchscreen unit measuring eight-inches. Unsurprisingly, it’s slick to operate and boasts pinpoint sharp graphics. With a system this good as standard, it’s easy to see why the Polo has earned its upmarket reputation.
Bluetooth connectivity is standard, though Apple CarPlay and Android Auto are enabled through the optional Car-Net App-Connect function, bundled with satellite navigation at £650 on the options list. SEL models come equipped with this as standard.
The 10.5-inch Active Info Display is standard on the Polo GTI+, and optional on all other models except the entry-level Polo S. The crisp display sits behind the steering wheel, replacing the physical dials with digitalised, customisable instruments and mapping.  

Practicality, comfort and boot space

Polo’s 355-litre boot is very competitive for the class, while interior space is good

Though superminis are still wildly popular cars in Europe, more and more buyers are opting for five-door accessibility over three-door sportiness, and the Mk6 Polo is sold strictly with five-doors.
It’s a totally conventional supermini setup, boasting two full size seats in the front, and a bench style pew seating up to three in the back. Again, classic small car versatility means a highly and easily adjustable driving position – you’ll struggle not to find a comfortable setting, while the classy cabin is home to a decent amount of storage bins and cubbies.

Visibility is good and it’s easy to get a sense of where the Polo’s corners are, though the thick C-pillars at the back are less than ideal. Parking sensors and a rear view camera system are on the options list at £315 and £250 respectively.

Size

Using a modified version of the Golf’s platform called MQB A0, the Mk6 VW Polo grows in size compared to the fifth-generation car. Against the tape measure, it’s 4,053 long, 1,964mm wide, and 1,461mm tall. Compared to the Ford Fiesta, it’s longer, wider and shorter in height, while the 2,551mm wheelbase is longer than the Ford’s too.

Leg room, head room & passenger space

While that longer wheelbase doesn’t necessarily mean that the Polo holds a distinct advantage over the Fiesta when it comes to passenger space, it’s still a roomy car for the class. The modern, pared back dashboard layout means that space up front feels generous, while legroom and headroom in the back is good enough for adults too. Three in the back remains a tight fit though, as the transmission tunnel cuts noticeably into legroom for the middle passenger.

Boot

The Polo’s boot sizes up at 355-litres with the rear seats raised, meaning its neck and neck with the SEAT Ibiza and actually pips the Fiesta for practicality. It’s also a huge advance on the previous generation Polo’s 280-litre load space.
The rear bench folds forward with a 60:40 split, though the seats don’t go completely flat. The cargo bay expands to an impressive 1,125-litres with the seats lowered, firmly planting the Polo’s flag as a practical supermini. 

Reliability and Safety

New VW Polo chalks up an impressive Euro NCAP score, with additional safety tech on the options list

The Volkswagen Polo’s high level of perceived quality is matched with strong safety features, culminating in a full five-star rating from Euro NCAP, with a 96 per cent score for adult occupants. Volkswagen’s Front Assist setup is standard on all models, enabling automatic emergency braking and pedestrian detection, as is a Driver Alert system. It monitors the driver, and alerts them to take a break, if erratic driving patterns are recorded.
Elsewhere on the options list, Blind Spot Detection with rear traffic alert is available on the Polo SE upwards, as is Park Assist, which automatically steers the car into a space – the driver only has to operate the brake and accelerator.

Buyers can build on the standard Front Assist package with city autonomous braking by specifying the full PreCrash suite. This detects hazardous driving situations and attempts to minimise danger, by pre-tensioning the front seat belts, closing the electric windows and deploying the brakes if necessary. Adaptive cruise control is standard on the Polo GTI+, and optional on SE cars upwards.

Warranty

Volkswagen provides a three-year/60,000-mile warranty but it’s worth investigating the small print. Years one and two are manufacturer cover with unlimited mileage, while year three is a 12-month/60,000-mile retailer warranty. Should you exceed 60,000 miles in the first 24 months, the manufacturer warranty will remain valid but the extra year will no longer be available.
An extended warranty is available for a fee, offering cover up to a maximum of five years or 90,000 miles. Body protection is good, the Polo’s internal body sections and panels covered against rusting through from the inside for 12 years. The paintwork is covered for just three years, though.

Servicing

Volkswagen offers two servicing plans. The Fixed Service plan is recommended for drivers who will cover fewer than 10,000 miles a year, predominantly driving their Polo in urban environments and stop start traffic. The Flexible Service plan is aimed at drivers regularly chalking up more than 25 miles a day with plenty of motorway miles per year.

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BMW M2

Weight-saving parts, aerodynamic upgrades and cosmetic alterations help to add even more focus to the M2 Competition

The new BMW M2 Competition isn’t exactly a car lacking in focus, but M Sport has released a Performance Parts range to extract even more speed from the 404bhp coupe.
A range of styling and performance upgrades are available, with weight reduction the primary focus. A carbon fibre bonnet, roof and boot lid save 9kg, 5kg and 6kg respectively, while a new M Sport exhaust combines a fruiter note with an 8kg saving over the standard system. Forged 19” alloy wheels and uprated brakes reduce unsprung mass by 3.2kg.

Those brakes are completely overhauled from the standard Competition. Vented and drilled discs are gripped by new calipers - four piston rear and six pot aluminium items for the front - and the pad material is designed to better resist fade at the sort of high temperatures they’ll be subjected to through repeated heavy stops on track.

Adjustable coilover suspension lets the driver tweak the M2 Competition’s ride height, compression and rebound settings for their ideal setup. Cornering speeds can be further enhanced by ultra sticky Michelin Pilot Cup 2 tyres and a range of aero-enhancing add-ons including the front splitter, side skirt extensions and a rear wing. Purely cosmetic tweaks include M Sport decals, new graphics for the puddle lights, and a choice of black or gold finishes for the wheels.

Inside, there’s the option of adding stainless steel pedals and carbon/alcantara trim for the gear lever and handbrake. The most interesting add-on is featured in one of the two steering wheels available - one is a fairly standard item trimmed in a mix of leather and alcantara, but the other carbon and alcantara wheel features what BMW calls a Racing Display. In addition to the customary shift lights, this features a lap timer and a G-meter.
Driving style can be scrutinised in even greater depth through the M Performance Drive Analyser. Through a bluetooth-enabled dongle for the OBD port, it’s possible to view, record and share stats via a smartphone app

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an exclusive Aston Martin event

Register your interest now for an unforgettable evening with Aston Martin

Aston Martin is one of the most iconic car manufacturers there is and to this day continues to make some of the most exciting and beautiful cars on the planet – the new V8 DB11 and Vantage being a case in point.
For this reason, Dennis Automotive, the publisher of Auto Express, evo, CarBuyer and Octane, is proud to be holding an unforgettable Aston Martin event as part of its exclusive ‘An evening with…’ series.

Set to be held on Thursday 17 July at the Sheraton Grand Park Lane Hotel, London, An evening with… Aston Martin will feature some very special guest speakers (Aston Martin Lagonda senior management, industry leaders and even a motorsport legend) who will help take attendees through Aston Martin’s incredible past, explore its stunning current model range and deliver a peek into the company’s view on the future of the motoring.
With early bird tickets costing £175 per head (or £1,600 per table of 10) one thing is for sure, no Aston Martin fan will want to miss out on this exclusive one-off opportunity. So book now using the link below.

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Mercedes-AMG GT

The Mercedes-AMG has the Porsche 911 in its sights with sleek styling, storming V8 performance and plenty of tech

The Mercedes AMG GT is undoubtedly one of Porsche's biggest headaches. It follows on from the SLS, doing without the gullwing doors, but lowering weight and increasing performance.
It’s one of the most expensive and powerful Mercedes you can buy; and, its two-door, two-seater layout, coupled with sharp, engaging handling and a thundering V8 engine, put it firmly in 911 territory.
The base 470bhp GT or 515bhp GTS models are both fun cars, but those after a track-biased weapon will want the storming GT R - it's got 577bhp, a more focused chassis setup and technology to help flatter the driver and set blistering lap times.
Perhaps the best compromise between the two is the 549bhp GT C. It's faster than the regular model and a more agile and engaging driver's car, yet it's more set up for the road than the GT R. It's even available as a roadster, too.
All except the GT R make surprisingly good cruisers, though. Because the suspension isn’t too firm, the AMG GT is comfortable enough on long, lazy journeys. It's a pity the steering isn't as natural and communicative as the Porsche – the set-up in the GT R is the best of the ramge – while some may find the interior ergonomics aren't that intuitive. 

Our Choice 

Mercedes-AMG GT C

Buoyed by the success of the extraordinary Mercedes SLS AMG ‘gullwing’ made from 2010 to 2015, Mercedes AMG followed up its former range flagship with this, the AMG GT.
The two cars share a lot in common, including a similar silhouette and much of their structural engineering, but the Mercedes AMG GT is smaller, less expensive, and therefore less exclusive than the model that preceded it.
In fact, the AMG GT's price – and the AMG GT roadster prices – show the model family was conceived with one primary mission: to give the Mercedes family a sporting rival to the omnipotent Porsche 911. Targeting the 911 means potential buyers may also consider the Aston Martin Vantage, Audi R8 or even the Jaguar F-Type R. If you’re fortunate enough to be able to consider the hottest AMG GT R model, you could also be thinking about the fabulous McLaren 570S or 570GT as possible alternatives.

There are four versions of the Mercedes coupe available, with the entry model called simply the AMG GT. Next up is AMG GT S model which has extra power plus upgraded RIDE CONTROL sports suspension, a variable rate locking rear differential and a RACE transmission mode – all in the name of greater performance. The AMG GT R is in a different league, with a major power hike and much more track-focus – as befits a car designed to go head to head with the iconic Porsche 911 GT3.
The GT C, which arrived soon after the GT R, is a bit of a compromise between the S and the R. It features more power, plus details such as the wider rear track and suspension setup largely borrowed from the GT R. But it's designed as a road-biased sports car, with enough comfort and refinement to be used daily.

All the AMG GT models share versions of the same 4.0-litre twin-turbo V8 that now appears elsewhere in the AMG line-up. The motor is mounted ahead of the driver, but set well-back, in what Mercedes describes as a front-mid engine configuration. Drive is directed to the rear wheels through a paddle-shifted seven-speed dual-clutch automated gearbox, and there’s no manually shifted option. Power outputs are 470bhp for the GT, 515bhp in the GT S, 549bhp in the GT C, while the GT R ups the ante to a mighty 577bhp.
The GT S can sprint from 0-62mph in just 3.8 seconds and on to 193mph, and even the entry level GT will manage 0-62mph in 4.0 seconds. For more on Merc’s 911 GT3 rival, you can read our full .

The AMG GT starts at £98,745, while the GT S costs £112,045. Aside from the luxury S-Class Coupe and the extravagant Mercedes-Maybach models, that lofty price tag makes the AMG GT the most expensive car in Mercedes’ current range.
Consequently, running costs are very high and every model is in insurance group 50 (though that’s on a par with their rivals). Official fuel economy isn’t bad at around 30mpg for the GT and GT S, but you’ll never see that if you make the most of the immense power.

The handling is extremely sharp but the AMG GT is much more composed and less intimidating than you’d expect a 400-500bhp rear-wheel drive sports car to be. It’s quite civilised and as comfortable on long journeys as it is racing around a track.

Engines, performance and drive

The Mercedes-AMG GT’s performance and handling are truly impressive

One look at the specification of the AMG GT is enough to get you excited about the driving experience. An all-new 4.0-litre V8 with twin-turbochargers, a seven-speed dual-clutch gearbox, multi-link suspension and a low centre of gravity – it has all the best sports car ingredients.
You sit low in the car and the driving position is good, although the view is dominated by a large bonnet bulge. The engine is mounted behind the front axle for better weight distribution and a lower centre of gravity. As a result, the car feels sharper than previous AMG models and very stable.
Body control is excellent and, for a powerful front-engined rear-wheel drive car (which are often quite twitchy), the grip is sensational. The back end is really steady under acceleration and the AMG GT feels incredibly composed. The steering is light and sensitive, and it doesn’t have the same level of feedback that you’ll find in a Porsche 911. That can affect confidence when pushing on, but you'd need to find a track to really explore this car's limits.
The GT C and R models rank up the planted, secure feel, with virtually no body roll and a more engaging steering setup. The extra stability of the wider track, combined with the extra power on offer, makes the R in particular a far more visceral driving experience, particularly on a circuit, where you can take advantage of its lower weight, active aerodynamics and rear-wheel steering that give it a greater sense of connection. The GT C almost matches it for fun at the wheel, but is more usable on the road.

Despite its sharp handling, the AMG GT is actually a reasonably refined cruiser. The suspension is just the right side of firm and on smooth tarmac with the dampers in Comfort mode, the AMG GT rides decently enough to be comfortable. The wide tyres generate some road noise at speed and the engine does tend to make more of a racket than that of rivals, but overall refinement is good.

Engines

Press the starter button on the transmission tunnel and the 470bhp 4.0-litre V8 (515bhp in the GT S) barks into life. The noise is addictive and really comes into its own above 3,000rpm – especially with the sports exhaust activated.
With 600Nm of torque (650 in the GT S) available as low as 1,600rpm, the AMG-GT feels instantly responsive, yet peak power doesn’t arrive until 6,000rpm – so there’s performance on offer throughout the rev range.
As for acceleration, you’re looking at 0-62mph in 4.0 seconds from the standard model and 3.8 seconds from the GT S, while top speed for each model is 189mph and 193mph respectively. The GT C improves that to 3.7 seconds and 197mph, while the R is capable of doing the sprint in 3.6 seconds and edges closer to the 200mph mark - although at 198mph it doesn't quite cross into true supercar terrority.
The dual-clutch gearbox shifts seamlessly, and there’s a nice blip on the downshift accompanied by pops and bangs from the exhaust when you’re decelerating. Those noises are even more pronounced on the GT C and R models, making every drive a real event. 

MPG, CO2 and running costs

High running costs are inevitable, but certainly no worse than the Mercedes-AMG GT’s rivals

A high performance V8-engined sports car with a near six-figure price tag is never going to be cheap to run, but the GT gives you the image, sound and thrills of the outgoing SLS model for a lot less money.
The GT and GT S versions emit 216g/km and 219g/km of CO2, respectively, and these figures mean tax costs are going to be similar to the 209g/km Jaguar F-Type R Coupe. As a mark of the efficiency gains Mercedes has made, the outgoing SLS emitted 308g/km. Fuel economy for the GT is 30.4mpg, while the GT S is virtually no different at 30.1mpg.
The GT C's powertrain and chassis revisions have had an adverse effect on fuel economy, as it only claims 24.8mpg combined. The GT R produces identical figures, despite having even more power still.
Even the GT C's figures look acceptable enough, given the power and performance on offer. However, it’s worth remembering that it’s unlikely to return anything like those figures if you take advantage of its performance in any way.

Insurance groups

As with mpg and CO2 emissions, insurance costs for the AMG GT are extremely high. Every model sits in group 50, which is as high as it’s possible to get.

However, you can’t really single the Mercedes out in this area, as the majority of rivals at a similar price point and with equivalent levels of performance also sit right at the top end of the insurance scale, so it’s the same situation across the board.

Depreciation

Cars with a premium badge on the bonnet are usually off to a good start when it comes to residual values, while the AMG GT's exclusivity and limited production numbers mean it has extremely strong used value of around 59 per cent of its original cost after three years. That leaves it ahead of the Porsche 911, which has itself traditionally enjoyed cast-iron resale values.
It’s worth bearing in mind how much it costs in the first place, though, as there’s more outright value to lose than with cheaper cars.

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Interior, design and technology

The Mercedes-AMG GT’s cabin is gorgeous – and there’s no shortage of standard equipment

The Mercedes-AMG GT follows in the footsteps of the old SLS Gullwing model. It's a smaller car, but it retains the same front-mid-engine, rear-wheel drive layout (The engine is mounted at the front of the car but pushed back as far as possible for better weight distribution).
The design shows a clear lineage back to Mercedes’ famous sporting models from the 1950s and earlier, too.
With the same long nose and squat proportions, there’s a hint of the SLS about the AMG GT’s shape, but delicate lines make the GT look far more svelte and its proportions are similar to those of the Jaguar F-Type. At the front, traditional AMG bonnet and side vents leave you in no doubt as to the car’s potential.

Customers can choose from a range of carbon, black or chrome exterior detailing packages, but even in its most basic form, the GT has the head-turning appeal to rival the world’s most desirable sports cars.
Inside, the driver-focused cabin makes a strong impression. The seats are low and a huge transmission tunnel runs between them. In a nod to the V8 engine, the centre console has eight buttons laid out in a V formation – and it comes in a choice of chrome, matt carbon, high-gloss carbon, black diamond or matt silver finishes.

The AMG GT’s build quality is first class, with plenty of leather and metal used throughout. The huge centre console is the dominant feature: it splits the cabin in half and features two banks of buttons to control an assortment of functions. A lovely flat-bottomed steering wheel, covered in Alcantara trim, finishes off the stunning cabin and if you’ve got the funds, there’s huge scope for personalised leather trim and other high-end options.

Sat-nav, stereo and infotainment

The dashboard has Mercedes’ excellent tablet-style screen, which is controlled by the latest COMAND system with a touchpad and roller dial, while clear navigation mapping and audio controls mean it's easy to operate on the move.

The COMAND control wheel and touchpad are located where you’d expect the gearlever to be – the lever itself is positioned further back because you use it only to select forward or reverse before switching to full auto mode or using the steering wheel paddles.
As you’d expect with a car that costs as much as the AMG GT, the likes of Bluetooth, DAB radio, a pair of USB sockets and an SD card reader are all standard. 

Practicality, comfort and boot space

Space and practicality is not the Mercedes-AMG GT’s strong point

Day-to-day usability is key to rivalling coupes such as the Porsche 911, but the Mercedes-AMG GT isn't the most practical sports car on the market.
For starters, it’s strictly a two-seater and while cars in this class are not bought for their seating capacity, rivals such as the 911 and the BMW M6 Gran Coupe at least offer small back seats suitable for children.
The Mercedes’ chunky A-pillars (the solid bits on either side of a car's windscreen) make visibility tricky at junctions, and the high bonnet means some hills will be tough to see over. With tiny door pockets and a small glovebox, storage space is a bit tight in the cabin, too.

Size

The AMG GT is 4,546mm long, 1,939mm wide and 1,287mm tall, which makes it longer, lower and wider than a Porsche 911. It’s also longer than the Audi R8, almost exactly as wide but a bit taller.

Leg room, head room & passenger space

A low seat means there’s plenty of headroom and the driving position is excellent, so the AMG GT can be a comfortable long-distance grand tourer. It’s the same deal for the passenger seat, so transporting two in comfort is easy enough, but that’s about the extent of the Mercedes’ abilities in terms of space.

Boot

The boot is similar in shape to the F-Type Coupe's, and it will hold two golf bags longways. There's a maximum of 350 litres, or 285 litres if you pull the load cover closed, but at least that keeps your belongings out of sight. The boot lid opens wide so access is easy and there’s an aluminium strut to stop luggage sliding forward under braking.

However, the shallow boot and its lumpy floor make the space a little awkward. By comparison, the F-Type Coupe has a 407-litre boot, while the 911’s combination of rear seats and a 115-litre deep nose boot gives it a slight advantage over the AMG GT.

Reliability and Safety

Top build quality and plenty of safety kit make the Mercedes-AMG GT a safe and reliable performance car

The GT is new from the ground up, but it’s been subjected to rigorous performance testing, so we wouldn’t be too concerned about reliability. Especially as AMG’s famous ‘one man, one engine’ principle means the 4.0-litre V8s are hand-built to the strictest quality standards.
Across the car, a host of proven Mercedes components should further cement confidence in its reliability. The AMG GT didn’t appear in the models section of our 2015 Driver Power customer satisfaction survey but Mercedes ranked 11th in the manufacturer survey, which leaves it comfortably in the top half of the 32 car makers, although the firm’s dealers finished a disappointing 21st.
Safety kit is a strong point. The GT comes as standard with Collision Prevention Assist, knee airbags for driver and passenger and tyre pressure monitoring, while optional extras include adaptive high-beam LED lights, a reversing camera, lane tracking, blind spot warning and traffic sign recognition.

Warranty

The AMG GT comes with a three-year/unlimited-mileage warranty, which is comparable with the cover offered by other premium brands with high-performance models.
Porsche has the exact same three-year/unlimited package, as do BMW and Jaguar. The only exception is Audi, which falls behind the pack with a three-year/60,000-mile warranty.

Servicing

Mercedes recommends a main service for the AMG GT every 12,500 miles. The firm does offer a fixed price service plan for its cars and a monthly payment plan can be arranged based on mileage and usage. On the AMG GT, it works out at £45 per month over two or three years for an annual service, if your annual mileage is less than 15,500 miles.

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