BMW 3-series GT review

BMW’s experiment to find the perfect ‘one size fits all’ executive car didn’t get off to the best of starts, but it’s forging ahead regardless with the BMW 3-series GT.

Munich’s first Gran Turismo model arrived in the UK at the turn of 2010. The jacked-up, seldom-seen 5-series GT was intended as a prettier, comfier, more modern and less utility-flavoured alternative to a conventional 5-series Touring.

It was supposed to found a brave new executive market niche, but it sold slowly, and to the wrong people. It sold badly enough across the pond, in fact, to make BMW North America rue the day it ever committed to dropping the normal and well-received 5-series estate in favour of it.

Now, after the 5-series Gran Turismo made us all stand back, squint and scratch our heads, there’s a second example of this saloon-cum-estate with which to get acquainted. It is the smaller 3-series GT, and its mission is to combine the looks of the 3-series saloon with the usability of the Touring.

Sounds familiar. And, perhaps, unrealistic. But it’s worth noting that it wasn’t the concept of the larger 5GT that let it down in our original test; mainly, it was a poorly resolved ride and unusually unflattering styling.

Time to find out, then, if BMW has nailed the Gran Turismo execution at the second time of asking.

GM boss reveals why Chevrolet Europe was axed

Chevrolet Europe is being axed because parent company GM saw better opportunities to invest elsewhere, and because the company was undermining Vauxhall-Opel’s sales, according to Chevrolet’s global boss Alan Batey.

The decision to withdraw Chevrolet from Europe, announced at the end of last year, was made after the firm recorded around 200,000 sales in the region, taking a market share of less than one per cent. In contrast, Vauxhall-Opel took a market share of around six per cent.

“You have to put the decision in the context of Chevrolet and GM as a whole,” said Batey. “It is a massive company with pressures on it to invest in many different areas. Chevrolet sells five million cars globally, and we see significant opportunities to grow the brand rapidly and significantly in Asia, for instance. So it came down to a question of deciding where to place the investment we had.”

Batey also conceded that GM failed to sufficiently differentiate Chevrolet and Vauxhall-Opel products. “The problem was that the products were based on the same platforms and were too similar,” he said. “They cost the same to produce, so it wasn’t possible to present one as a budget version of the other, and the brands weren’t sufficiently opposed for one to be seen as more upmarket.”

Vauxhall-Opel boss Karl-Thomas Neumann added: “We decided Vauxhall-Opel was the stronger brand, and that for it to thrive we needed to avoid disturbing that,” he said. “It was unfortunate that we had the approach of sharing dealers – it was confusing for customers to see similar products without differentiation in the same place. There was an issue of differentiation.”

New GM boss Mary Barra stressed her support for Vauxhall-Opel: "Opel and Vauxhall are very important to us. We have made the decision to invest in them and grow them. They are managed well and we consider them as one brand - Vauxhall is a key part of the story. We believe the decisions we made at the end of last year [Chevrolet's axing] will help both."

Bugatti Veyron Owned By Simon Cowell: Is It Worth $1.65 Million?

The Bugatti Veyron is unquestionably one of the most stunning and expensive cars in the world. Barrett-Jackson, The World’s Greatest Collector Car Auctions™, announced that they will be selling none other that Simon Cowell’s 2008 Bugatti.

Cowell’s car is one of 1400 vehicles due to be sold at the 43rd Annual Scottsdale Auction. But there is no doubt his Bugatti is one of the most exclusive cars to be sold there.

The black Bugatti Veyron 16.4 is in immaculate condition, and is the first certified, pre-owned car in the new program that Bugatti are offering.

The car itself has a full one-year factory warranty, four new tires, a full service and, perhaps most importantly, only 1300 real miles on the clock. The fact that all of those miles were personally driven by Simon Cowell himself will no doubt just add to the charm of the car.

The car was custom made for Cowell and has black paint as well as a black interior, making it almost unique in America.

Boasting a massive 1000 horsepower and 6000 RPM, the all wheel drive model also has a 7-speed automated dual clutch transmission.

All of this power under the hood made this Bugatti Veyron the fastest legal street car in the states with a stomach-dropping top speed of just over 235 mph.

The chairman and CEO of Barrett-Jackson who is handling the auction said:

Fun cars for £1000

With budgets growing increasingly tight, it can be difficult to justify the purchase of a car solely for fun.

That doesn’t mean you should entirely stifle your automotive ambitions, however. There are plenty of options when it comes to interesting, affordable and usable cars.

After all, just because a car’s rewarding to drive doesn’t mean it can’t be practical and mildly sensible for less than £1000.

Sure, you’re still going to need to budget for insurance and running costs, but pick wisely and you should still be able to keep your overall outlay low.

Here’s our top recommendations for fun £1000 cars.

Ford Puma (97-02)

You might not be convinced by the Puma’s styling but you’ll be sold on it once you’ve taken it out for a proper drive. Go for a 1.7-litre version and you’ll be rewarded with an eager, capable car that can sprint from 0-60mph in 9.2sec.

Look for examples with decent service history as the Ford’s engine, which was codeveloped with Yamaha, is very finickity about the oil used and requires a cambelt change every five years or 80,000 miles. Alternatively, you could consider the Citroën Xsara VTS.

Porsche 924 (77-88)

A lot of people give the junior Porsche a hard time but, if you can live with the “That’s not a Porsche” comments you’re in for a treat. The 2.0-litre four-cylinder engine in the early models produces 123bhp, helping the 924 get from 0-62mph in less than 10 seconds, and is durable and easy to work on.

Parts are generally inexpensive, so don’t discount an example needing a little work, but do look for any signs of corrosion, damage or general neglect. Make sure the car in question starts easily when hot too, as the Bosch K-Jetronic fuel injection system can develop problems here. If you look hard enough you might find a serviceable example of the more potent 924S or 944; we’d rather a presentable early 924 than a tired 924S or 944, however.

BMW 3-series (1991-1999)

The E36 generation of 3-series is a popular choice for those seeking an engaging used car. It offers decent handling, an enjoyable rear-wheel drive layout, a range of decent engines and stout build quality. There are plenty of new and used parts around, and comprehensive aftermarket support too, so maintaining and uprating it to suit your tastes is easy.

For £1000 you’ll be able to pick up a decent 318iS, with a lively four-cylinder engine, or a clean six-cylinder 325i or 328i. Besides the usual wear and tear, look carefully for any signs of corrosion. You can get the 3-series in cabriolet, coupé, saloon and estate forms too, so there's something for most.

Fiat Coupé (95-00)

With sharp Chris Bangle-penned styling and the option of a warbling five-cylinder engine, there’s a lot to like about the Fiat Coupé. Despite what you might expect they’re a reliable choice too. For £1000 you’re best off opting for the naturally aspirated 16v or 20v model, that latter of which is capable of 0-62mph in as little as 8.4sec.

You can find turbo models for under £1k, but they may require a lot of titivation and could trash your budget – so buy with open eyes. Don’t overlook the four-cylinder turbo models either, they can be just as fun. If you’re struggling to find a Fiat Coupé, have a look for the similar Alfa GTV instead.

Jaguar XJ (94-03)

Want a luxury car with a bit of a punch? A Jaguar XJ, preferably with the 4.0-litre straight-six engine, should fit the bill nicely.  After all, there are definite bargains to be had out there. Earlier in the year we bought one for £500, flogged it senseless, got 141mph out of it and then dispatched it to go around the Nürburgring - which it did.

Whatever we did, it kept on ticking – and it was a delight to drive and suprisingly useful, with room for four and a large boot. Finding a good example can be tricky, so don’t be afraid to expand your search to include the likes of BMW’s E34 5-series, the Lexus LS400 and the Mercedes-Benz E-class.

Mazda MX-5 (90-05)

It would be a crime to compile a list of inexpensive fun cars and fail to mention the Mazda MX-5. They’re light, nimble and easy to work on. For around £1000 you should be able to pick up a tidy example but, as with many of the other cars here, look carefully for signs of corrosion and neglect.

Early 1.6 models put out 115bhp and are capable of 0-60mph in around 8.6sec. They're brilliant fun to drive, and a clean example is worth choosing over a tattier 1.8-litre model. Steer clear of less powerful '95-on 1.6s, however. MX-5s badged ‘Eunos’ are imported, but still well worthy of consideration. If you need a little more badge appeal and aren't as fussed with the driving experience, you could consider the BMW Z3 instead.

Toyota MR2 (90-00)

Toyota’s Midship Runabout Two-seater was launched in 1990. It’s one of the few mid-engined coupes you can get for less than £1000, and majors on reliability. The MR2 is a usable and engaging car too, thanks to its comfortable, relatively spacious interior and lively 16-valve engine.

Toyota claimed that, when new, the naturally aspirated MR2 would sprint from 0-60mph in 7.7sec and reach 137mph. Keep an eye out for examples free from corrosion and with decent service history, particularly making note of any cambelt changes. If you prefer your engine to be in the right place, however, you could dig around for a Mk3 Supra. Good ones will be difficult to come by for £1000, though.

Jeep Cherokee (93-01)

If you want a car that’ll deal with anything, go for a 4.0-litre Jeep Cherokee. Besides being renowned for their durability, a good example is a genuinely rewarding car to live with. The only catch is fuel consumption; expect to average no better than 20mpg. If you’re only doing short trips though, this should prove tolerable.

Besides having a powerful engine and a flexible four-wheel-drive system, XJs have comfortable and relatively refined cabins, are easy to drive, feature plenty of kit and have a surprisingly small footprint. Good examples are hard to come by, as most are run into the ground, so look for low-mileage cosseted ‘Limited’ models. One that’s been cared for should feel tight, precise, responsive and smooth. Despite what you might expect, they’re also surprisingly fun to drive.

Subaru Impreza (93-01)

You'll find a deluge of non-turbo Subaru Imprezas around for £1000, but that's like having a bacon sandwich without the bacon. Or the sandwich. Scour the classifieds and you'll turn up some serviceable early Turbo 2000 models, predictably replete with a turbocharger and - more notably - the legend-making all-wheel-drive system.

Buying what transpires to be a fully functional Impreza, most likely in estate form, at this price point is no mean feat. So, be prepared to crawl all over any potential purchase. Look for oil leaks, headgasket issues, listen for rattles and check everything that moves, switches or seals. Alternatively, you might find it easier to find a more practical - although not quite as stylish - Subaru Forester.

Peugeot 205 GTi (1984-1994)

The indomitable hot hatchback of the '80s - and yes, you can still just about pick them up for £1000. Few cars are as thoroughly enjoyable to drive as the 205, and good examples are a relatively rare and increasingly valuable commodity.

Most at this price point will be the 1.6-litre versions, but don't be disappointed by that fact - they're still spritely, dispatching the 0-60mph sprint in less than 9.0sec. Just make sure the shell's in good condition, as the mechanicals are easy to repair or uprate. Like others here, inexpensive classic insurance is also an option, helping keep costs down. If you're looking for a more modern alternative, consider an early Honda Civic with a VTEC engine.

Saab 9000 (85-98)

A sensible, practical and inexpensive saloon with some refined Swedish style. In standard naturally aspirated form they'll soldier on for hundreds of thousands of miles with just routine maintenance, and they're a good shout if you just want something nondescript, comfortable and inexpensive to abandon in a train station car park.

The turbocharged variants are where things get interesting, however. Saab offered both 2.0-litre and 2.3-litre variants, and most are easily tuned to produce considerably more power. Rust can be an issue, and it's worth checking everything still works, but there are no timing belts to worry about. Stick to the manual versions if you can, as these are more durable.

Clio 172 (01-05)

Admittedly £1000 is getting close to the bottom of the barrel for a Clio Renaultsport 172; trawl the classifieds extensively and you should be able to track down a serviceable example, however The 172's 2.0-litre engine puts out 166bhp, which is sent through the front wheels via a five-speed transmission.

Besides being capable of 0-62mph in 7.1sec, the Clio 172 is a genuinely enjoyable car to drive. If you're looking for something entertaining, manageable, not overly costly to run and sensibly sized, the 172 fits the bill neatly. If you can't find one, try looking for the slightly more restrained Peugeot 306 GTi-6.

Got a suggestion for an interesting car for £1000, or owned any of the cars above? Post below with the details.

Who will win European Car of the Year for 2014?

The seven-model shortlist for Car of the Year 2014 – just revealed – combines adventurous choices and predictability in almost equal measure.

Undoubtedly the most eye-catching finalist, chosen by the competition’s 58 jurors from 22 European countries, is the rule-breaking Tesla Model S, an American-built (though European finished) battery-electric car whose early reviews — not least our own ­— have been almost universally positive, but whose backing company nevertheless lacks the proven dependability of almost ever other brand in the competition. Jurors have clearly been impressed by the car’s BMW-like driving virtues, plus its great looks and technical promise, and have been prepared to take the claims of its impressive founder, engineer-billionaire Elon Musk, on trust.

Also firmly in the new technology camp is the BMW i3 “efficiency” hatchback, available either as a pure battery machine with an 80-100 mile pure-electric range, or with a range-extending generator engine and a nine-litre fuel tank that doubles its range. Both versions are doing what hybrids and electric cars have so far failed to achieve: invest the economy breed with decent, old-fashioned desirability.

You’d never class the Mercedes S-class as an economy car, though in most versions efficiency most definitely comes with the luxury. And like flagship Mercs back through the generations, this latest edition succeeds in establishing new standards for quality, refinement, agility-with-size, economy-with-size and just about every other worthwhile big-car standard.

By comparison, the neat-looking and nicely built Mazda 3 isn’t likely to create many headlines (though it’ll draw more buyers) and the chief reason for the inclusion of the Peugeot 308 must surely be its much improved styling, and its especially good interior design and quality.

Both qualities rather negate those of the worthy-but-dowdy Skoda Octavia, which wins inclusion for its packaging, its value and the superb reputation of the brand as a reliable, depreciation-saving ownership proposition. Which only leaves Citroën’s excellent C4 Picasso, an exception in the school-run people-mover stakes because of its sparkling design inside and out, its configurability, its surprising space and its manufacturing quality, now close to German standards.

For once, it’s hard to see a clear-cut winner from this bunch, although if traditionally conservative jurors can once again shake off their innate conservatism (as they did for the Nissan Leaf a couple of years ago) the BMW i3 offers lots of promise. A BMW victory would make a nice change, too, because the company has not won Europe’s most prestigious car competition in recent times; odd for a company whose cars are so much loved by their owners. Perhaps it’s time.

Peugeot RCZ-R UK first drive review

What is it?

The Peugeot RCZ-R is the fastest and most powerful Peugeot production car there’s ever been – and it couldn’t arrive in UK showrooms at a better time. With a highly credible Volkswagen Golf rival now on the market in the shape of the new Peugeot 308, the French manufacturer’s reputational stock will be rising. 

Meanwhile, enthusiasts like you and me can only have been buoyed by last year’s very respectable Peugeot 208 GTI hot hatch. Some of us also vividly remember the incredible sight of a Peugeot obliterating the course record at Pikes Peak. Suddenly, anything looks possible from this company.

The new hot RCZ-R was built by the same people that made Sébastien Loeb’s record-breaking hillclimber: the motorsport specialists at Peugeot Sport. They've done a thorough engineering overhaul here. The car has wider tracks and rims, new trick suspension pick-up point and wheel geometry, 380mm performance brake discs and a Torsen locking front differential. 

Unlike some fast Peugeots the last decade or so has brought, the RCZ-R is absolutely no half-measure.

What is it like?

It proves quite civil and unimposing just bumbling along a British B-road. The ride’s short and taut but seldom harsh – it’s probably quieter than an entry-level RCZ on a big set of optional rims – and the damper tuning’s excellent, allowing just enough suppleness to take the edge off. The diff’s torque-sensing talents mean you don’t even know it’s there most of the time. There’s no camber reaction or wheel fight redolent of, say, a Focus RS Mk1 to contend with.

There is, however, an abundance of steering feedback to savour. It’ll be a lot to do with the wider, stickier tyres, firmer springs and firmer bushings. Whatever the causes, it’s wonderful to find a new car with steering so simply done and expertly judged, ready to drag you into the driving experience by your fingertips.

The RCZ-R’s engine is better revving beyond 5000rpm than trading mid-range blows with the modern 300lb ft 2.0-litre turbos with which it must compete. Let it spin and that engine does make this car feel seriously quick. Just not quite quick enough to keep up with, say, a BMW M135i. RCZ-R buyers will need to understand there are punchier options available for the money.

But there’s little that combines such pace with quite so much poise and sporting thrill. The chassis shuns roll and grips very hard on turn-in. Mid-corner, you’re aware that – just as in lesser RCZs – the front wheels of this car are the ones marking the limit of your speed. You’d say the car could be a smidge better balanced, and that the diff could act more aggressively on the overrun, giving those front wheels extra impetus to tuck in.

But through the middle and late stages of a bend, this car comes into its own. On the road the diff chimes in quite smoothly, but ultimate lets you lay on power sooner, and in greater quantities, than you’d dare believe to begin with. There’s little steering interference – just enough to let you know what’s going on – and consistent lateral grip even in slippery conditions.

Should I buy one?

If you’ve got even half a hankering, indulge it. Paris has produced something really convincing here, and deserves a little bit of a hallelujah moment. A RenaultSport Mégane Cup has a tiny hint more handling vigour and a Volkswagen Scirocco R is more refined and usable. 

But this Peugeot is more than livable-with; you won’t need the commitment of a tarmac rally champion to see the case for chopping in your VW for a significantly more vivid driving experience in the RCZ-R. It’s what we’d do.

Peugeot RCZ-R

Price £31,995 0-62mph 6.1sec Top speed 155mph Economy 44.8mpg CO2 145g/km Kerbweight 1355kg Engine 4cyls, 1598cc, turbocharged petrol Installation Front, transverse, front-wheel drive Power 267bhp at 6000rpm Torque 243lb ft at 1900-5500rpm Gearbox 6-speed manual

Tokyo Auto Salon 2014 show gallery

The Tokyo Auto Salon is the biggest date in the Japanese tuner car scene, where the biggest names descend to measure the pulse of the aftermarket industry.

It is one of the few shows where wildly styled kei cars can stand wheel-to-wheel beside 600bhp Toyota GT86s and spaceframed drag cars.

This year’s show proves the Toyota GT86 and Subaru BRZ are still the darlings of Japan’s modified car scene. And the customisation of kei cars – while still a phenomenon peculiar to Japan – shows little signs of slowing.

What is clear, is that car makers wholeheartedly embrace the scene, allowing them to experiment with production models that would be tough to do at the regular motor show. Models like the Mazda 3 and CX-5 have been fettled by their makers, and Nissan’s range of tuned MPVs shows the scene isn’t limited to sports cars.

Click the image above to launch the Tokyo Auto Salon gallery.

Alfa Romeo 4C UK first drive review

What is it?

This is the first time we’ve had the chance to drive Alfa Romeo’s 4C coupé in the UK. When we drove it overseas we liked it a great deal, reckoning it would breathe some valuable life back into an Alfa Romeo brand which, today, is otherwise limited to just the Mito and Giulietta. Even Ferrari has a bigger line-up than Alfa. 

So if there’s a car to spark Alfa’s renaissance, the 4C could be it. What better way than a mid-engined coupé with a carbonfibre tub, to be built by the thousand rather than the hundred? Punters seem to think so, too: the UK’s allocation of cars for 2014 is sold out, as are the launch-edition cars like our test car – a white, left-hooker with a few choice options that lift the price to around £54,000. 

The mechanical spec of all variants is the same, though. A 1750cc turbocharged engine, transversely mounted behind the cabin, drives the rear wheels through a six-speed, twin-clutch gearbox, and Alfa’s ‘electronic Q2’ differential (an extension of the stability control that brakes a spinning inside wheel to mimic a mechanical limited-slip diff).

What is it like?

Good, all told. Loud, certainly. The claimed weight (empty, rather than an official European Directive EC figure) is only 895kg.

Road-ready, the 4C will be more than that when we put it on our scales, but clearly few of those kilos are sound insulation. The noise is all whooshes and fizzes from the heavily turbocharged motor – which produces 237bhp from its 1.75 litres – and it echoes throughout the stiff tub and the relatively spartan cabin. The launch edition cars have an optional sports exhaust, which doesn’t hinder (or help, depending on your outlook).

The cockpit isn’t as bare as a Lotus Elise’s or Exige’s (because of the similar layout, inevitably we’ll perceive those Lotuses as this car’s main rival), and it feels of higher material grade, but neither is it quite so driver focused. The seats lack lateral and under-thigh support, and the steering wheel’s too flat-bottomed and thick of rim, but the paddles for the gearshift are good and the digital instruments sweet. 

The steering is unassisted, and lighter than an Exige’s when manoeuvring, but as you add speed it’s less intuitive than the Lotus’s. Perhaps not surprising. This is Alfa’s first crack and Lotus is pretty good at tuning steering. There’s a little kickback over rough surfaces if you’re cornering at the same time, too, and the ride is firm. Not uncomfortable, really, just firm, connected.

Our UK drive took us up the M1 (boomy, increasingly so the faster you go) and onto damp roads around the Peak District, where the 4C gave us its best. On twisting roads it’s agile, planted, and easy and engaging to thread through corners. It tugs and weaves a little over bad cambers and surfaces, but by no more than you’d expect. It’s an enjoyable ride.

Then we headed to a circuit, cold but dry, where the 4C displayed handling biased towards understeer, to about the same extent as an Elise. Which is fine. 

It won’t simply power through that phase – the turbocharged engine doesn’t respond rapidly or powerfully enough, and in a way the 4C then behaves like a McLaren 12C: giving understeer that extra throttle only exacerbates. Instead, then, you need to lift on the way into a bend, get the nose planted, and then ask for a lot of power. 

That way the 4C will indulge you, tightening its line (or more), though with less precision than you’d hope because of the boosty throttle repsonse. For our money, a supercharged Elise is a more rewarding, better steering, more linearly responsive drive, and by a margin. Meanwhile, at the other end of the scale a Porsche Cayman is more complete and comfortable. But the Alfa gives a different proposition to both of those. And that the 4C is as good as it is gives us cause for celebration.

Should I buy one?

Certainly. And not just look at it, or to listen to (the volume is truly extraordinary; and the more I heard, the more I thought it was more Lancia 037 than hotted Fiesta RS Turbo). To drive too it is rewarding and pleasurable – so long as you don’t expect the last word in finesse. 

It’s a great flagship for the range, but let’s hope it goes on to represent something more than that. If all Alfas were like this, the company would have no dramas at all.

Alfa Romeo 4C

Pirce £45,000 (around £54,000 as tested); 0-62mph 4.5 sec; Top speed 160mph; Economy 41.5mpg (combined); CO2 157g/km; Kerb weight 895kg; Engine 4-cylinder, 1742cc, turbocharged, petrol; Installation Mid, transverse, RWD; Power 237bhp at 6000rpm; Torque 258lb ft at 2200-4250rpm; Gearbox 6-spd dual-clutch auto