ON THE ROAD
Performance
The standard 911 has a 321bhp 3.6-litre engine, while the S uses a 350bhp 3.8. Both are available with four-wheel drive and deliver explosive performance, with the slightly faster S blasting to 62mph in 4.9sec and topping out at 182mph. Still not fast enough? Then there's always the 473bhp Turbo, which hits 62mph in four seconds flat.
Ride & handling
The suspension settings are softer than those for the coupe, so the Cabrio isn't as precise to drive. The electronic suspension on the S and Turbo allows drivers to firm things up, but it's uncomfortable unless the road surface is as smooth as a billiard table. The steering is sharp, well weighted and full of feedback.
Refinement
Porsche has eschewed the folding steel roof approach adopted by some rivals, instead preferring to keep the car’s weight down with a fabric hood. Naturally, this allows more sound into the cabin when the roof is up, although it is not unacceptable. Roof down, there is some buffeting, but your expensive coiffeur will remain largely unmolested
OWNERSHIP
Buying & owning
Buying a Porsche 911 is one of those rare decisions that makes sense both to your heart and to your head, because all of them are brilliantly put together and hang on to their value well. Running costs are high, although the two-year, unlimited-mileage warranty is comprehensive.
Quality & reliability
No matter how hard you drive a 911 and use it as an everyday car, it should not cause you any trouble. It is built from the best materials to the highest of German standards. It’s exactly the same story with the mechanicals and engine, which should last for years. They only require servicing every 12,000 miles.
Safety & security
As with any soft-top convertible, the roof will be a weak point for security, but you do get deadlocks and an alarm. Every 911 also comes with front, side airbags and head airbags. Porsche's stability management system is fitted as standard, and anti-rollover bars pop up behind the rear seats in the event of a rollover accident
IN THE CABIN
Behind the wheel
The driving position is excellent. The superbly supportive seats adjust in every direction and the steering wheel adjusts for height and reach. There's plenty of space for people of all sizes, too. The only black mark is that the switches on the dashboard are too small and too great in number.
Space & practicality
There's good space in the front, but even children will be cramped on the rear bench. This can be folded to make a luggage bay and the bonnet covers a reasonable load area (the engine is in the back). You also get a decent-sized glovebox and two cupholders. The fabric roof doesn't rob any luggage space, but it does impinge on rear headroom.
Equipment
Every 911 has climate control, alloy wheels, electric windows and mirrors, and immaculately stitched leather trim. There are myriad options, including a chronograph pack which includes a dash-top stopwatch
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Porsche 911 Cabriolet
Subaru Impreza Hatchback
ON THE ROAD
Performance
Two petrol engines form the range, a 1.5-litre with 106bhp and a 2.0-litre with 148bhp. The 1.5 isn’t very quick, and it needs to be worked hard for best effect. The 2.0-litre is gutsier, but you still have to pile the revs on. A 297bhp 2.5-litre engine arrives for the WRX STi model in spring.
Ride & handling
All Imprezas come with four-wheel drive, so traction is never in short supply, but it doesn’t feel as nimble as the best cars in the class. The suspension is very good at taking the sting out of bumps, although the body tends to pitch and float over crests in the road.
Refinement
The engines give off a loud, thrummy sound at high revs, but settle down once you get up to speed. You can hear the wind whistling round the large door mirrors at 70mph, but it’s only noticeable because road noise is so effectively isolated
OWNERSHIP
Buying & owning
You can buy an Impreza for a lot less than the equivalent Ford Focus or Volkswagen Golf, and Subaru dealers aren’t shy about giving discounts, either. Running costs will be steep, though. The petrol engines are thirsty and high emissions will mean hefty company car tax bills.
Quality & reliability
The Impreza’s interior plastics simply don’t cut the mustard on quality – they’re cheap, easily marked and unappealing, and that’s not good enough in the small family car class. Everything feels solidly assembled, and the switches work with a neat precision. Subaru’s reliability record is pretty good, too.
Safety & security
Standard four-wheel drive across the range means handling should always be secure in slippery conditions, but only the 2.0-litre models have the added assurance of stability control. All Imprezas get six airbags to protect you if the worst should happen.
IN THE CABIN
Behind the wheel
The seat and steering wheel both have extensive two-way adjustment, so it’s easy to get comfortable. Headroom is a little tight up front, though, and the steeply angled windscreen makes you feel a bit hemmed-in. The dashboard layout is simple and clearly marked, so it’s easy to use.
Space & practicality
Rear-seat passengers get plenty of head and leg space, so there’s room for a pair of six-footers to travel comfortably. Don’t attempt to squeeze a third in, though, because the middle seat is narrow and there’s a bulky transmission tunnel to straddle. The boot is shallow and it loses space to the rear wheelarches. It’s also topped by a fabric cover instead of a conventional parcel shelf.
Equipment
The range starts with the 1.5R, which gets alloy wheels, climate control, four powered windows, foglamps and a CD player. The 2.0R adds bigger alloys, xenon headlamps, and heated door mirrors. The 2.0RX adds even bigger alloys, a sporty bodykit, a push-button engine starter, cruise control and satellite-navigation. An automatic gearbox costs £1000 more on any version.
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Volvo XC70 4x4
ON THE ROAD
Performance
The XC70's engines aren't the most cultured. Despite a seemingly healthy 183bhp, the 2.4 D5 diesel feels flat away from a standstill. The 235bhp 3.2-litre is reasonably brisk, but the XC always feels like a heavy car.
Ride & handling
The XC70 is ideal if pulling trailers or scampering down farm tracks is your thing. It's never a proper off-roader, but increased ground clearance, four-wheel-drive and hill descent control mean it's more than capable of dragging you out of the majority of sticky situations. There's a good deal of flex through the cabin when driving around town, but things improve at higher speeds, where body sway is reasonably well contained. Unfortunately, the steering is rather vague.
Refinement
There are plenty of suspension clunks around town and a good deal of mechanical racket is noticeable when accelerating away from a standstill. Fortunately, things are far more relaxed at motorway speeds, and wind and road noise are well suppressed, making the XC70 a fine touring car
OWNERSHIP
Buying & owning
The XC70 sells in limited numbers, but it's a desirable motor, which has a favourable affect on its resale value. The diesel-engined version is by far the best seller and, although the engine feels dated, it's still good for over 40mpg.
Quality & reliability
The cabin and loadbay are built to last a lifetime of hard use, and the engines are mechanically very rugged. The materials used inside are also classy and durable. Servicing is not cheap, but Volvo dealers have an excellent reputation.
Safety & security
The XC70 maintains Volvo's well-deserved reputation for safety. The company's anti-whiplash and side-impact protection systems are standard across the range, and traction control is fitted as standard. An optional Blind Spot Information System is available to alert you to cars nearby.
IN THE CABIN
Behind the wheel
The XC70 has some of the most supportive and most comfortable seats we've ever used, and the driver's seat and steering wheel have plenty of adjustment. The fascia is neat, attractive and well equipped, and the cabin is as solidly built as you would expect.
Space & practicality
The XC70 is both big and clever. Not only does it have an enormous rear load area, it also has luggage nets, hooks and straps that prevent your groceries from being thrown all over the boot. The rear seat splits 40/20/40 and can be specified with built-in child booster seats.
Equipment
Standard equipment is generous. All models have alloy wheels, a powered driver's seat, a CD player and all have either climate control or air-con. Roof rails, powered windows and door mirrors are also standard, while leather trim and the Four-C active chassis (which allows you to manually select three suspension settings) is standard on SE and above versions.
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Perodua Kelisa Hatchback
ON THE ROAD
Performance
There’s only one choice of engine – a 1.0-litre three-cylinder with 54bhp. On paper, performance is modest, but the Kelisa is nippy enough to keep up with traffic around town. The high fifth gear can leave it floundering on steep motorway gradients, however, while the three-speed auto is slower still.
Ride & handling
The Kelisa’s suspension has been softened for the UK. In spite of its small wheels and short wheelbase, it rides reasonably well, but show the car a series of ruts or bumps, and it soon runs out of composure. Nonetheless, it grips surprisingly well for a city car, although body roll is ever present.
Refinement
Considerable wind and road noise intrudes at speed. Engine noise in the manual remains well contained, though, thanks to the high fifth gear, which keeps engine revs low even on the motorway. The three-speed auto revs far higher at cruising speeds, however.
OWNERSHIP
Buying & owning
This is motoring on a budget. The list price is rock bottom, and running costs should match. Group 3 insurance will mean a low premium, while 55.4mpg on the combined cycle will keep fuel bills low. Depreciation isn’t too steep and in three years the Kelisa will be worth around under half the new price.
Quality & reliability
The Kelisa is derived from the Daihatsu Cuore, a small car with a big reputation for toughness and reliability. That isn’t reflected in the quality of the cabin, however. Dashboard design and the standard of the plastics and trim are dismal. All models have a two-year, 24,000-mile warranty.
Safety & security
Twin airbags are standard throughout the range. Side impact protection beams and seatbelt pre-tensioners are also standard, but it’s disappointing that anti-lock brakes don’t even feature on the options list. The Kelisa hasn’t faced attack from our security testers, but its on-paper security levels are modest
OWNERSHIP
Buying & owning
This is motoring on a budget. The list price is rock bottom, and running costs should match. Group 3 insurance will mean a low premium, while 55.4mpg on the combined cycle will keep fuel bills low. Depreciation isn’t too steep and in three years the Kelisa will be worth around under half the new price.
Quality & reliability
The Kelisa is derived from the Daihatsu Cuore, a small car with a big reputation for toughness and reliability. That isn’t reflected in the quality of the cabin, however. Dashboard design and the standard of the plastics and trim are dismal. All models have a two-year, 24,000-mile warranty.
Safety & security
Twin airbags are standard throughout the range. Side impact protection beams and seatbelt pre-tensioners are also standard, but it’s disappointing that anti-lock brakes don’t even feature on the options list. The Kelisa hasn’t faced attack from our security testers, but its on-paper security levels are modest
Car Reviews From What Car
Jaguar XJ Series Saloon
ON THE ROAD
Performance
The lightweight aluminium body gives even the entry V6 petrol decent pace. The supercharged, 400bhp XJR is seriously fast. Hardest to argue a case for is the 4.2 V8 because the smaller engines do such a superb job. However, the real winner is the 2.7-litre V6 diesel, which is brisk, smooth and very quiet.
Ride & handling
All XJs have air springs and computerised damping, with comfort or sports settings. Sports makes the car less floaty over crests without spoiling its supple ride and helps it respond more keenly to the superb steering. All the latest electronic traction, cornering and braking aids are fitted.
Refinement
Jag believes a bit of engine noise is part of the driving experience, so if you want cloistered calm, buy a Lexus. Having said that, the engine noises are cultured and there’s an entertaining whoosh from the XJR’s supercharger. Road noise is largely absent. The engines and transmissions are creamily smooth
OWNERSHIP
Buying & owning
The diesel is the most tax-friendly car for business users, and because the XJ is so aggressively priced compared to German rivals, the Treasury's take is even more palatable. The weight-saving aluminium body helps towards good economy, while easy repairability has kept insurance rates down. Resale values are among the best in class, too.
Quality & reliability
Jaguar’s reputation for durable cars gets stronger all the time, and with this XJ, the perceived quality of the cabin – the feel of every switch and the damping effect on handles – convinces you build quality is on the up. Nobody does wood and leather like Jaguar, but some switches look a bit Ford-like.
Safety & security
Front-seat passengers are protected by six airbags, while those in the rear are shielded by curtain ’bags. A full set of electronic braking, cornering and traction aids is standard. It kept our attack testers out in the cold, too, and failed to get a maximum score only because the windows are not etched and the side glass is not laminated.
IN THE CABIN
Behind the wheel
With plenty of room all round in the cabin, and electronic adjustment of the front seats, steering wheel and even the pedal positions, we challenge you not to find a good driving position. Visibility is reasonable despite the slim windows, and the big switchgear is easy to use, although the low-set stereo loses ergonomic marks.
Space & practicality
The latest XJ has plenty of head- and legroom for all occupants, although the cabin still feels snug. The boot can’t match its rivals for space – and it is even smaller than a Ford Mondeo’s. Wheelarch intrusion makes it an awkward shape, too.
Equipment
Wood, leather and a high level of luxury and safety features are standard on all versions, including climate control, a CD autochanger and rear parking sensors. The range-topper even has a touch-screen navigation system and voice-activated controls, features which are available as options on every model.
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