ON THE ROAD
Performance
The 1.8-litre Toyota engine demands revs, and only really comes alive once the counter swings past 6000rpm. That’s when the variable valve timing takes effect and the full 189bhp comes into play, flinging the car to 60mph from rest in just 4.9sec. The acceleration continues until the car tops out at 149mph.
Ride & handling
The Exige is not the sort of car you want to cross Europe in. The motorway ride is knobbly at best, and it crashes and bangs into the worst city potholes. Show it a twisty backroad and it has more cornering ability than the average sheepdog. Grip is stupendous, while the turn-in and steering feel are superb.
Refinement
Not a vehicle for a romantic evening for two. The engine is vocal at all speeds, while tyre and wind noise join the fray once the pace is increased. Recent changes to window seals are designed to make it quieter. The CD player is of little use unless you’re parked.
OWNERSHIP
Buying & owning
While you don’t enter Exige ownership expecting supermini-rivalling economy and German-exec levels of depreciation, the Lotus is not as scary a financial prospect as you might think. The combined fuel economy of 32.1mpg means a usable range of well over 200 miles from each tankful of petrol, while anticipated residual values of 57% are perfectly reasonable.
Quality & reliability
No longer do Lotuses have a reputation for fragility – the Elise consigned such thoughts to history. The new Exige’s plastic composite body is sturdy, while the aluminium chassis is equally robust. The insertion of the Toyota engine into the back of the Exige brings the promise of even greater mechanical reliability.
Safety & security
The Exige comes with remote central locking, an alarm and an immobiliser, but that’s it in terms of security kit. Front airbags are an expensive option, and side and curtain airbags aren’t available either, although at least the brakes have an anti-lock system to back them up.
IN THE CABIN
Behind the wheel
Once you’ve mastered the art of falling into the car, the driving position is excellent. The bucket seats hold occupants firmly, although some may find them to be slightly too narrow. The steering wheel is unadjustable, but is in exactly the right place. However, those of shorter stature could find the clutch pedal a bit of a stretch.
Space & practicality
The Exige is built for two – and they’d better be on the best of terms. The cabin is small, verging on claustrophobic, and there’s only a small cubby situated behind the engine for your luggage. This is not a car to take for a two-week camping holiday to the Alps.
Equipment
The Exige is designed to go quickly, and so is extremely light at just 875kg. However, this means that owners forgo luxury equipment, which would add flab and remove the car’s handling edge. That said, the little Lotus is still reasonably well appointed, with air-conditioning, central locking and a CD player all fitted as standard.
Lotus Exige Coupe
Fiat Bravo Hatchback
Performance
Five engines are available, with an 89bhp 1.4-litre petrol model kicking off the range. Unfortunately, this is only useful as a runaround, because it's a bit gutless. The turbocharged 1.4-litre T-Jet is a much better bet, delivering energetic performance, whether in 118bhp or 148bhp guises. Finally, Fiat offers 118bhp and 148bhp 1.9-litre diesels, although the lower-powered version is due to be replaced by a new 1.6 with 104bhp or 118bhp.
Ride & handling
The Bravo can't match the nimbleness of the best small family cars because its light steering has an artificial feel and there's a lot of body roll in corners. To make matters worse, its suspension struggles to deal with imperfections in the road surface, making the ride jittery.
Refinement
One of the best aspects of the Bravo is its quietness. Road noise is well suppressed, and although there is some wind noise, it's far from intrusive. Engine noise fades into the background at a steady cruise, too, and few, if any, manufacturers make smoother four-cylinder diesel engines than Fiat.
OWNERSHIP
Buying & owning
The Bravo is competitively priced and good discounts make it cheaper still. However, this has to be weighed against resale values, which are expected to be poor. Insurance premiums, tax rates and fuel bills are all affordable for most people.
Quality & reliability
Many of the panels in the Bravo's cabin don't line up, while the plastics in the lower reaches feel cheap because they're hard and shiny. Fiat also has a poor record in the annual JD Power customer satisfaction survey, with owners criticising the quality and reliability of many of its models.
Safety & security
The Bravo was awarded a maximum five-star rating in Euro NCAP crash tests, and twin front and side airbags are standard across the board. It's a pity the cheapest version misses out on full-length curtain airbags, though. Deadlocks, marked parts and an integrated stereo make life difficult for thieves. Stability control is only available on Sport models.
IN THE CABIN
Behind the wheel
Every model has driver's seat height adjustment and a steering wheel that moves for both reach and rake to help you make yourself comfortable. However, the Bravo's sleek exterior styling takes its toll on rear visibility, with a small rear screen, sharply rising waistline and chunky rear side pillars all creating blind spots. Some of the switchgear is confusingly arranged, too.
Space & practicality
In spite of that swooping roofline, there's plenty of headroom throughout the cabin, but rear kneeroom is tight compared to the class leaders. Luggage space is far more generous, thanks to the sheer depth of the boot, although you have to lift items over a high load lip, and the rear wheelarches intrude.
Equipment
Entry-level Bravos come with a CD player, front electric windows and remote central locking, but you have to upgrade to Active to get air-conditioning. Active Sport adds alloy wheels, while Dynamic models feature climate control, cruise control and Bluetooth connectivity
Dodge Nitro 4x4
ON THE ROAD
Performance
The Nitro looks like a beast, but in reality it's pretty tame. The 3.7-litre V6 petrol has 213bhp, but it's desperately short on low-down muscle and the four-speed automatic gearbox blunts performance even further. The 175bhp 2.8-litre diesel isn't much better. Work the standard six-speed manual gearbox hard and pace is adequate, but nothing more. A five-speed automatic gearbox is an option.
Ride & handling
The Nitro looks like it'll go anywhere, but you have to switch from rear- to four-wheel drive manually and there's no low-ratio gearbox or hill descent system. There's no on-road benefit, either; the Nitro's bouncy ride, lazy steering and pronounced body roll through bends makes it feel like a big, old-fashioned 4x4.
Refinement
Whether you go for the diesel or petrol option, both of the Nitro's engines are coarse and noisy. The diesel's manual gearbox has a heavy, obstructive gearshift, too. Road noise is present without being too much of a problem, but the Nitro's bluff shape generates a lot of wind noise at speed.
OWNERSHIP
Buying & owning
Entry-level SE models are reasonably priced and come with a decent standard of kit, but it's a big step up to SXT models and they don't look such good value. It's too early to comment on resale values, but the Nitro drinks more fuel and emits more carbon dioxide than many rivals, so long-term running costs will be comparatively high.
Quality & reliability
Step from rivals such as a Land Rover Freelander into a Nitro and you'd think you were in a much cheaper car; there's lot of unappealing hard grey plastic and the switchgear doesn't feel particularly classy. Even so, everything feels solidly screwed together and the styling is clean and modern. It's too early yet to comment on long-term reliability.
Safety & security
Every Nitro has a pair of front airbags and curtain airbags that cover the whole side window area. To help avoid an accident in the first place, there's a stability control system that includes a function to lessen the chance of the car rolling over. An alarm and deadlocks help to guard against theft.
IN THE CABIN
Behind the wheel
The Nitro's dash is straightforward and all-round visibility is fine, but you sit high and, despite height adjustment for the seat, taller drivers may struggle to make themselves comfortable. More headroom would help, as would a steering wheel that adjusts for reach, not just for height.
Space & practicality
The Nitro has generous legroom for four people and a fifth rear passenger can sit comfortably, too. Headroom is good in the back, but not as plentiful in the front. The boot is a good size and shape, but it's shallower than many rivals'. The 60/40 split rear seat folds to leave a flat space, and SXT models have a sliding boot floor, which is helpful when loading heavy items.
Equipment
The Nitro comes in either SE or SXT trim. Standard kit is pretty good on the SE, with 16-inch alloy wheels, air-conditioning and four electric windows. There's a big jump in price to SXT, but you gain a mass of cosmetic upgrades (including 20-inch alloy wheels), reversing sensors, cruise control and a special stain-resistant interior fabric. Leather trim is an option, as is a sophisticated entertainment and sat-nav system
Cadillac CTS Saloon
ON THE ROAD
Performance
CTS buyers can choose from a pair of V6 petrol engines – a 208bhp 2.8 and a 307bhp 3.6. We've driven the latter, and it provides strong acceleration if you're prepared to rev it. Unfortunately, the standard automatic gearbox is unpredictable, changing down when it doesn't need to and refusing to change when it does. A 247bhp 2.9-litre diesel will join the line-up in mid-2009.
Ride & handling
The CTS will be offered with two suspension set-ups in the UK, and the 3.6 gets the firmer of the two. It provides good body control on twisty routes, but imperfections in the road surface are felt in the cabin. The car isn't as agile as it could be, either, because the steering is slow to respond. The 2.8 may be offered with four-wheel drive, but the 3.6 is rear-wheel drive only.
Refinement
The 3.6-litre V6 engine is smooth when cruising and sounds reasonably sporty if you rev it hard. However, the door mirrors generate a little bit of wind noise at motorway pace and there's quite a lot of road noise over coarse surfaces
OWNERSHIP
Buying & owning
There are only a handful of Cadillac dealers in the UK, so you may have to travel to find one, and this also makes servicing tricky. The CTS will undercut German rivals on price, but residual values are expected to be weak. The thirsty engines and high carbon dioxide emissions mean hefty running costs whether it's a private buy or company car.
Quality & reliability
The upper dash is trimmed in leather and most of the cabin materials look smart, although the hard silver plastic that decorates the centre console lets the side down a little. Cadillac is still something of an unknown quantity here, so reliability is hard to assess.
Safety & security
Safety kit is competitive, with all models getting twin front, side and curtain airbags, electronic brakeforce distribution and stability control. On the security front, the doors automatically lock once you're inside and an alarm and immobiliser are standard
IN THE CABIN
Behind the wheel
Two-way steering wheel adjustment and electric seats make it easy to get comfortable. However, the centre console is plastered with buttons, so it can be difficult to find the one you want at a glance. At least cars with satellite-navigation have a touch-screen to stop the problem getting any worse.
Space & practicality
There's plenty of space upfront but, given that the CTS is longer than a BMW 5 Series, rear space is disappointing. There's reasonable legroom, but headroom is tight, a bulky transmission tunnel makes life uncomfortable for a central passenger and the door aperture is an awkward shape. The 373-litre boot is only fractionally bigger than that in a Ford Focus, too.
Equipment
Two trims will be offered, with the 2.8 getting the entry spec and the 3.6 the higher one. Equipment levels haven’t been confirmed, but leather upholstery, dual-zone climate control and adaptive xenon headlights are likely to be standard across the range.
BMW 5 Series Touring
ON THE ROAD
Performance
The six-cylinder petrol engines are carried over from the previous Five and have the same creamy power. There's a choice of three diesels - all offer plenty of pull even when fully loaded, especially the 535d, which makes you question why anyone would buy a petrol V8 version. All Fives get a six-speed manual or auto ’box.
Ride & handling
Every 5-series Touring has self-levelling rear suspension to ensure that heavy loads don’t affect its road manners. In fact, the Touring falls only fractionally short of matching the saloon’s supreme abilities, with agile handling and incredible poise. We prefer the optional Active Steering for its extra sharpness, but sports suspension and larger alloys upset the Five’s supple ride.
Refinement
When pushed, the engines emit a suitably sporting bark, but this is entirely down to the driver. Opt for a relaxed style and they are muted. The diesels are a shade more audible than their petrol counterparts, but there's a sporting thrum rather than an unpleasant clatter. Wind and road noise are well contained at motorway speeds
OWNERSHIP
Buying & owning
The Touring carries a hefty premium over saloon versions of the 5 Series but with contract hire rates competitive the 5 will be a firm favourite among business users. The 520i and 520d will be the most attractive to company users thanks to their lower emissions. Strong residual values will appeal to private buyers.
Quality & reliability
BMW’s attention to detail oozes from every joint in the 5-series. This careful approach is evident in the cabin where top-notch materials are used and put together to make a hugely appealing interior. With proven mechanicals from the previous car, reliability should not be an issue.
Safety & security
Twin front, side and head airbags are standard, and rear side ’bags are optional. Every car has traction control, stability control and anti-lock brakes with electronic brakeforce distribution. The saloon version scored 95% in our Security Supertest 2005: our attack testers could not gain entry to the car nor drive it away.
IN THE CABIN
Behind the wheel
BMW has replaced the profusion of buttons for the stereo and ventilation with simple rotary dials. They can also be worked through the iDrive system using a dial behind the gearlever linked to a dash-mounted display. This is much easier to work than the 7-series’ version. The driving position is excellent thanks to multiple adjustment for the seat and wheel.
Space & practicality
While it’s not as capacious as a Mercedes E-class estate, the Touring offers more space than its predecessor and most of its rivals. Practicality is helped by a well shaped boot, although the rear seats don’t fold totally flat. An electrically operated tailgate is an option. There’s ample head and legroom for those in both front and rear seats.
Equipment
All models come with climate control, steering wheel-mounted controls for the stereo, plus the iDrive which operates the audio and ventilation systems. Every car is fitted with a CD player and electrically powered seats. Options include a head-up display that projects vital information on to the windscreen in the driver’s line of sight, and speed-dependent power assistance for the steering.
Bentley Azure Open
Performance
The car may weigh 2.7 tonnes, but with 444bhp and 645 lb ft of pull from just 1800rpm, the turbocharged 6.7-litre V8 engine shoves the Azure to 60mph in just 5.6 secs. With so much power on tap, a smooth throttle action is required to ensure graceful take-offs. Once under way, the six-speed automatic gearbox slips seamlessly between the gears.
Ride & handling
For the most part, the Azure delivers a cosseting ride although, like most convertibles, there is some shake over rougher surfaces. Once you've adapted your driving style to take into account the prodigious dimensions, the Azure feels surprisingly nimble.
Refinement
There's some shudder produced by the big V8 at tickover, and there's a pronounced whoosh from under the bonnet as the Azure takes off. Once at a cruise, however, there's almost no mechanical racket and little road noise enters the cabin. With the roof up, wind exclusion is excellent; when down, there's little buffeting for those in the front two seats. Those travelling al fresco in the rear, however, would do well to invest in some stylish headgear.
OWNERSHIP
Buying & owning
If you want a hand-built Bentley built to your own specification, then unsurprisingly you'll pay a hefty premium. Buyers must also be prepared for heavy depreciation and outrageous running costs, including an average of 14.5mpg.
Quality & reliability
Much of the Azure's running gear has proved itself over the years, and the company will do anything to avoid a dissatisfied customer. The interior is well built, classy and for the most part bespoke, although you will find some components sourced from parent company Volkswagen.
Safety & security
Rogues will have their work cut out to steal an Azure - these cars are not exactly common and feature a high level of security equipment. The greatest danger comes from envious types who may well damage the roof or key the paintwork. Buyers also get twin front, side and curtain airbags and stability control.
IN THE CABIN
Behind the wheel
The Azure reeks of luxury and many people will appreciate the quality of the materials and the simplicity of the layout. There are no complex, computer-style controls - just big buttons. The seats are powered, as is the steering wheel, but it has no reach adjustment and there are no wheel-mounted stereo controls.
Space & practicality
There's a huge amount of space for four to stretch out in comfort, and each of the two doors has two door releases - the rearmost one lets rear passengers get out gracefully, without stretching forward to open the door. However, there's no soft-closing action for the doors, no electric boot-closing facility and no simple luxuries such as automatic rain sensing wipers. The roof is fully electric, although it takes 26 seconds to deploy, but at least it has no influence on boot space when folded.
Equipment
The Azure comes with most of the basics, including climate control sat-nav and leather upholstery, but you'll need to pay for everything else. The Bentley difference comes from the bespoke range of extras that customers can order - you name it, they'll include it for you
Audi Q7 4x4
ON THE ROAD
Performance
Petrol choices start with a 3.6-litre V6, but if 276bhp isn't enough for you, there's also a 345bhp 4.2-litre V8. Our favourite engine is the 237bhp 3.0-litre V6 turbodiesel, but diesel buyers also have the choice of a 4.2-litre V8 with 322bhp. All come with a six-speed automatic gearbox.
Ride & handling
The Q7 leans towards on-road agility rather than off-road prowess. It changes direction quickly for such a big car, and body movements are well controlled. The ride is rather jiggly at low speeds but things settle down at motorway speeds.
Refinement
Occupants will rarely be bothered by engine noise, while the Q7’s rounded nose and self-lowering suspension help it cut through the air with little disturbance at speed. Unfortunately coarser surfaces can be heard echoing through the wheelarches
OWNERSHIP
Buying & owning
The Q7 is a sensible investment because it holds on to its value tenaciously. However, its bulk means it won’t be cheap to run; high emissions mean every model falls in the top company car tax band and even the most frugal diesel averages only 27.2mpg.
Quality & reliability
Audi has a reputation for high-quality interiors, and the Q7 doesn’t let the side down. All of the materials are pleasantly tactile and robust, while the controls operate with a slick precision. The reliability news isn’t as good because Audi has consistently finished near the bottom in our surveys.
Safety & security
Standard four-wheel drive helps keep the Q7 on the road, backed up by electronic stability and differential lock systems. Twin front and side airbags are standard, while curtain side airbags provide head protection for all three rows. An alarm is fitted to every model.
IN THE CABIN
Behind the wheel
To reduce dash clutter, the Q7 has a single rotary knob for accessing stereo, sat-nav and air-suspension functions, with well-placed buttons bringing up menus for each system on a colour screen. A wide range of adjustment makes it easy to find a good driving position, too, but rear vision is restricted.
Space & practicality
Every model comes with three rows of seats as standard, the third row folding flat into the boot floor when not needed. The front two rows provide plenty of space for passengers, while the rearmost two seats are fit only for children or adults on short trips. The boot offers 330 litres as a seven-seater, or a vast 775 litres as a five-seater. The middle bench slides back and forth by 100mm to share out leg space between the middle and back rows.
Equipment
Every model comes with seven seats, alloy wheels, air suspension, climate control, cruise control and electric windows all-round as standard. SE models gain heated leather seats with electric adjustment, wood and aluminium trim for the cabin and extra lighting. S Line models feature headlamp washers, sporty styling details and sports seats. Options include a DVD sat-nav system and a panoramic sunroof over all three rows of seats
Aston Martin Vantage Roadster
ON THE ROAD
Performance
The Vantage is powered by a 4.3-litre V8 that generates 380bhp - enough for 0-60mph in just 4.9 seconds. However, mid-range response is a little disappointing, so be prepared to rev it. Buyers can choose between a six-speed paddle-operated gearbox and a conventional six-speed manual.
Ride & handling
The Vantage has lost some body rigidity with its roof, but wobbles are kept to a minimum and it handles well. The ride is surprisingly supple, yet the car seems to sit down as the speed rises, feeling agile and composed. The steering is weighty and accurate, too, but the manual car's heavy clutch can be tiring in town.
Refinement
A big part of the Vantage coupe's appeal is the noise it makes, and the Roadster sounds even better when the hood is down. The engine is quite subdued when cruising, but crack open the throttle and there's a glorious growl that you won't be able to resist provoking. Road and wind noise are well contained, although there's a bit of buffeting with the roof down
OWNERSHIP
Buying & owning
The Vantage is meant to be an everyday supercar, like the Porsche 911 - albeit a more exclusive one - so Aston Martin promises maintenance bills will be similar. It costs more than the Porsche to buy, though, and drinks fuel at a greater rate. Resale values will be strong.
Quality & reliability
If the V8 Vantage is to succeed, buyers need to be confident it won't let them down. Aston promises that has all been taken care of, but our reader reviews suggest there can be problems. The cabin looks great, although some of the switchgear is borrowed from Ford Group products.
Safety & security
The Vantage comes with stability control, electronic brakeforce distribution and twin front and side airbags, but it's slightly disappointing that there are no curtain airbags. A tracking system to help trace the car if it is stolen is optional.
IN THE CABIN
Behind the wheel
The seats are powered and grip you tightly, and the steering wheel moves two ways, so it's easy enough to make yourself comfortable. However, forward visibility is a bit restricted. If you load your Vantage up with options, there are lots of small switches that are hard to tell apart at a glance.
Space & practicality
The Vantage is a two-seater that gives occupants plenty of leg- and shoulder room, but there isn't much space for oddments in the cabin. Some practicality has been sacrificed with the roof, too, because the boot is half the size of the coupe's. There's space for a couple of soft bags, but anything more is a struggle.
Equipment
Leather upholstery, climate control, a six-disc CD multichanger, 18-inch alloy wheels and a fully electric roof all come as standard. However, satellite-navigation, an in-car telephone, cruise control and bigger wheels will cost you extra. Essentially, you can personalise the Vantage however you want and Aston Martin will make it in any colour you can think of.
Alfa Romeo 147 Hatchback
ON THE ROAD
Performance
Even the base 1.6 has a lot going for it, but the 2.0-litre is more eager. Both have traditional Alfa sparkle, but switch comfortably from town to cruising speeds. The 2.0-litre is available with an optional paddle-shift manual gearbox. For the best driveability, go for one of the 1.9-litre turbodiesels.
Ride & handling
The 147 tries to be sporty, with fast-acting steering, but comparatively poor body control on uneven roads dulls the car’s reactions. The ride is sometimes unruly, too. Road scars can send shudders into the cabin, but things improve on main roads. The Q2 version’s limited-slip differential improves front-end grip and traction.
Refinement
The big wheels and tyres of the 2.0-litre models stir up some road noise, but that aside the 147 has few refinement flaws. It’s as quiet as imme<\h>diate rivals at cruising speeds and any engine noise is pleasingly sporty rather than intrusive.
OWNERSHIP
Buying & owning
Alfa Romeo sees itself as a premium brand, and there's little argument over the 147's desirability. However, it still loses value faster than its main German rivals, and servicing and insurance comparatively steep, too. The 147 isn't up with the class leaders on emissions, either, making it less attractive to company car buyers.
Quality & reliability
The big revelation for Alfa buyers is the 147’s cabin. Plastics have a classy, rubberised feel to them and anything that opens, turns or switches feels up to VW standards. However, JD Power customer satisfaction surveys show that mechanical reliability doesn’t run deep enough. Reliability and dealer service both need to improve significantly.
Safety & security
The 147 performed poorly in Euro NCAP frontal crash tests. All models come with six airbags and traction control, but only the most powerful versions have the more sophisticated anti-skid system. It’s disappointing that deadlocks aren’t fitted to improve security
IN THE CABIN
Behind the wheel
The Alfa 147 is a mixed bag. Two-way steering-wheel adjustment makes things easy and there’s a simple ratchet to raise your perch up and down. But the backrest is short of support and the control layout is not so clever. Items such as the climate control are fiddly to operate on the move.
Space & practicality
Here’s where the Alfa really falls down next to the Audi A3 or VW Golf. Space in the back is fine for two adults but it’s not as accommodating as some hatches. You’ll be struggling to fit three abreast. Luggage space can’t match that of the class front-runners, either, although all models get a split-fold rear bench.
Equipment
Alfas are cheap against prestige German rivals, and you get a lot for your money. All models come with air-con, electric windows and mirrors, and a CD player. Higher-spec models add alloy wheels, cruise control and wheel-mounted stereo controls to the list. Options include leather upholstery and sports seats, and an integrated multimedia, climate, stereo and sat-nav system
Jaguar XF
ON THE ROAD
Performance
There are V6 and V8 petrol and diesel engines, all with a six-speed automatic gearbox. Heading the range is a supercharged 4.2-litre V8 that's decidedly quick, though not in a brash way. The normal 4.2 V8 is less urgent at low revs but still very brisk above 3000rpm. The 3.0 V6 gives more reasonable fuel bills, but the lean and clean 2.7 V6 diesel is our pick.
Ride & handling
Jaguar has an amazing ability to produce cars that are as sharp as a tack to drive, but as smooth as molten chocolate to ride in. There's a bit of firmness at low speeds, but it's not jarring, and once you're going at a decent pace, the XF displays a terrific balance of control and suppleness. The supercharged car has electronically controlled damping that makes it better in both disciplines.
Refinement
To say there's no noise inside the XF would be a lie. You can hear the V8s gurgling and growling at times. What Jaguar has done is to expel unwanted noise, such as from the road, wind or other traffic. The six-speed auto gearbox shifts smoothly most of the time, but in sport programme, there are definite steps in the downshifts when braking hard.
OWNERSHIP
Buying & owning
Unlike Jaguars of old, the XF is not a cheap car when compared with the opposition, and the absence of small-capacity four-cylinder petrol and diesel engines means running costs and company car tax bills are quite high. The XF is good value, though, because of the high standard specification.
Quality & reliability
From the stitched leather dash and door cappings to the aluminium and wood furnishings and the blue mood lighting, the XF looks expensive and stands comparison with all but the very best. The company's reliability seems to be right up there, too: in the most recent JD Power survey, Jaguar finished a very creditable fifth.
Safety & security
The XF has all that's expected and more - not only does it protect its occupants with systems to help you avoid accidents and others to minimise the effects of one, but it also looks after pedestrians by using a bonnet that springs up in the event of a collision. There's no shortage of security kit, either, so your investment should be well protected.
IN THE CABIN
Behind the wheel
You're reminded of just how modern this car is every time you look at the dash. From its theatrical start-up procedure to its lighting and materials, it's like no other Jag. Despite this, it's all so easy and instinctive to use. The driving position is good, too, but visibility is restricted from several angles.
Space & practicality
You can't have a coupe-like roofline without sacrificing some headroom, while the transmission tunnel makes it a car for two in the back rather than three. Only the tallest adults will suffer, though, and legroom is fine. There's also a proper boot a minimum of 500 litres, with fold-down rear seats so you can enlarge it.
Equipment
Jaguar has given us a no-holds-barred specification list that leaves little to be added and explains the XF's comparatively high pricing. You don't just get the expected (wood, leather, air-con) either: modern features such as touch-screen sat-nav with voice controls and iPod connectivity are also in there.
