Chevrolet Corvette Z06

A few years ago, during the darkest hours of the GM bankruptcy, Corvette chief engineer Tadge Juechter found himself on a conference call with company execs and government overseers. A conversation on the bolts and screws of bailing out GM suddenly halted when one of the federales, a Corvette fan, wanted to know the plan for the C7. “At the time, there was no plan,” recalled Juechter as we stood trackside at Road Atlanta this past October. “We were at full stop.”
So much has happened since then. Flash-forward to 2014 and the scene of our own technical director, Don Sherman, banging on the door of Juechter’s home like some marauding zombie early one summer Saturday, intent on hand-delivering our October issue, which featured an exposé on the C8 Corvette.  And to our later meeting at Road Atlanta, where the new Z06 sat freshly unwrapped and awaiting its ritual molestation by car writers. Whatever satisfaction an engineer derives from his or her ideas becoming realized, from seeing mere talk and drawings evolve into a finished product, must increase tenfold in the Corvette program, once an idle afterthought in the mayhem of a bankruptcy and now a full line of highly acclaimed vehicles.


A line that includes a 650-hp thunder wagon with the sophistication and poise of the world’s best sports cars. There, we said it. The Z06 must be ranked among the world’s best. You know that we here at Car and Driver are not idle flatterers, our job being to find the faults for you in haste, before you have to live with them at leisure over 72 months of payments. However, the Z06 completely fulfills its mission to be a super Corvette. It is an accessible American fantasy intended to inject joy and fascination and, let’s face it, a healthy dose of awe into the driving experience, such that there’s not much left to shout about except details.
Details such as a 60-mph nuking of three seconds flat, set by a Z06 equipped with the Z07 Performance package and an automatic. This car tore the quarter-mile a new one at 11.1 seconds at 127 mph, scorched the skidpad with 1.19 g’s of grip, and stopped from 70 in an astonishing 128 feet, the latter two figures setting C/D records for a production car. We also tested a slightly less potent manual-trans Z06 
Please pause here for an important message about tires. If you’ve followed our preview coverage, you already know that there are now a lot of Z06s to choose from. There are coupe and convertible body styles. There are two transmissions, a seven-speed manual with automatic rev matching and an eight-speed automatic. And there are three trim levels, dozens of options, and three separate aero packages. Then there’s the mega Z07 Performance package that further weaponizes the car with carbon-ceramic brakes, a carbon-fiber aero package, a slightly revised suspension tune, and different tires. The Z07’s run-flat Michelin Pilot Sport Cup 2 summer almost-slicks replace the base run-flat Michelin Pilot Super Sports and are, to borrow from Mark Twain, the difference between the lightning bug and the lightning.
Back to the test numbers: Um, holy crap. Riding a Z06 through the first four gears feels like putting a saddle on Superman, though the Z06 is 200 pounds heavier than the old ZR1. Obviously, there’s a squidge more power, but this is down to the race tires and the fact that today’s automatics are often faster than manuals in a straight line. We didn’t even use launch control, a simple flat-foot drop in full auto mode being all that was needed to produce these fireworks from the test equipment.
The Z06 we photographed was fully loaded with the Z07 package, Stage 3 carbon aero trim kit, and optional carbon-kablooey interior. As you can see, there’s a Z06 for, well, if not exactly everyone, then a wider swath of humanity’s more impatient ­drivers, all of whom will be swamped by admirers at parties. Prepare for the eager smiles of your audience to droop slightly when you say you bought the automatic, as up to 70 percent of Z06 buyers are expected to do. This is a natural, instinctual disappointment, conditioned by the expectation that real sports cars have sticks, mounting evidence to the contrary notwithstanding.
We drove both the manual and the automatic Z06 and feel that the stick, with its notably soft and seamless clutch takeup, is still the best choice. Rev matching sounds like a hateful automation of the heel-and-toe skill until you get used to it. Then you wonder why all manuals don’t have it. Or just turn it off. Or use it to learn proper rev matching and then turn it off.
The automatic gets its robot chores done efficiently, but it’s the one area where we found the Z06 falls a little short of its billing. GM claims that the automatic does the work of the manual by quickly intuiting your intentions and behaving like a racer, taking data from the throttle, steering, and yaw sensors to determine whether a gear­change is possible or likely to unsettle the car. It does that fairly well, but when you’re really playing racer boy, the auto can get caught in the wrong gear, especially if you like left-foot braking and easing off the binders while simultaneously squeezing on the power. That sends ones and zeros up the transmission’s snoot that it doesn’t like.
Chevy’s choice of wild, bucking Road Atlanta as a launch venue proved both wise and a bit brave. This fast but highly technical track let the Z06 stretch its legs all the way up to 150-plus mph on the back straight, while also taxing its suspension and grip over crests and curbs. The Z06 immediately showed itself to be a Corvette Plus: plus more speed, more grip, more hunkered-down stability at triple digits, more noise, and a lot more stopping power.

When it’s not producing circa-30 mpg in cylinder-deactivation (eco) mode, the direct-injected LT4 is a typhoon of noise and power. Muffler flaps that bang open under hard acceleration (or stay open in track mode) release the crackling furies as you make the jump to hyperspace. Shifts are accompanied by a buzz-bang from stuttered spark and loose fuel. You do have to be competent before you’re attacking turns with anywhere near the Z06’s peak grip, especially on the gluey Cup 2s. The car’s eagerness to change direction stands in confounding contrast to its 106.7-inch school-bus wheelbase, more than 10 inches longer than a 911’s. No doubt our Z06 was set to the “track alignment” mentioned in the owner’s manual, which suggests an extra degree of negative front and rear wheel camber. Juechter said Chevy tries to set its press cars up with the track alignment when it knows they are headed to a circuit, as this Z06 was.
It’s precisely the Corvette’s long inseam that gives it stability over curbs and pavement pitches that would upset a shorter car. That and shock-tuning sophistication (engineers were fussing with the magnetic-shock maps right up until our drive, deciding to relax them slightly in track mode) let the chassis digest the worst the road can deliver. The Z06 eats track curbs and moves on. Stability. That’s the word on your quavering lips when you emerge after the first session.
But the newest Vette is a complicated toy that will take many, many hours of play to fully reveal itself. The traction- and stability-control modes affect many parameters now, including throttle aggression, the electronic limited-slip differential engagement, the magnetic shocks, and the automatic’s shift speed. You can push buttons and twist knobs in the pits for quite a while before you’ve explored all the combinations. The important take-away is this: You, Bo-Bob Racer, can pound the snot out of the Z06 with your manly lapping technique, then reconfigure the car for your rookie squire with absolutely no fear of him being in any danger—as long as no one fools with the buttons. MG’s motto used to be “Safety Fast.” It applies much better to the Z06.
Afterward, if you’ve optioned the Perform­ance Data Recorder that comes with the navigation system, you and your team can watch the video replay of your exploits, complete with speed, rpm, g’s, track position (thanks to integrated GPS data), and lap times. The Z06 isn’t merely swift; it’s designed specifically to make you a better driver through the stair-step configurability of its controls and its onboard learning tools.
The Z06 does not transcend its roots; it’s still a Stingray, meaning wide, bat­winged, loud, and full of numerous types of plastic. But once you’ve peeled back its many ­layers, the performance is that of a true supercar and yet another step forward for the American Dream Machine.

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New Mahindra Scorpio

The Mahindra Scorpio has been around for more than a decade. As a result, it’s an SUV that is familiar to most. Over the years, there have been several significant updates - new engines, updated interiors and improved dynamic ability amongst them. This new Scorpio, however, is more new than just an update. Mahindra & Mahindra’s second-generation Scorpio, the new W105, is a car that is seriously improved – a genuine leap forward over the current generation. So what exactly is new and what’s carried over?

What’s new?

The biggest change on the new Scorpio is the all-new chassis and suspension system, which will also form the basis of a new generation of cars from Mahindra. The new modular chassis is considerably stiffer than the outgoing frame and it is much safer too. The all-new front suspension is lighter and sports service-free hubs, whilst the new rear axle is now supported by a newly added anti-roll bar. The wheelbase is the same, but the Scorpio now sits on a track that is substantially wider.

The exterior changes are easier to spot. The doors and roof are carried over, but the all-new front end is what gives the Scorpio its new identity. The traditional fan-shaped grille has been replaced by a more striking and modern one with blade-like chrome slats. There are projector headlamps along with attractive LED ‘eyebrows’, and the all-new bumper seems like it is wrapped around a hidden bull bar. The larger 17-inch alloys look great, but the gap in the wheel arches at the rear means the wheels look smaller than they are.

The impressive 118bhp, 2.2-litre mHawk turbo-diesel engine continues to power the car, and you still get the lower-powered 75bhp CRDe-based M2DICR for the lower variants. Also carried over are ABS-equipped brakes, but M&M has now put in its new 5MT320 five-speed manual transmission from the updated Xylo.

  The height and wheelbase of the new Scorpio are exactly the same as that of the outgoing model, but this new one’s marginally longer and wider. Even with the new chassis, the gross weight of the 2WD and 4WD Scorpios remains unchanged at 2,510 and 2,610kg respectively. However, Mahindra says that the fuel efficiency of the new SUV has gone up by nearly one kilometre per litre, from the previously-claimed 14.7kpl.

The Scorpio’s interiors have aged faster than the exterior, so it’s just as well that Mahindra has spruced up the cabin with an all-new dashboard, plenty of exciting features and brand new seats. The dash is a neat, clean and angular design with the top of the dash is finished in matte black and the lower half in a nice shade of beige. The power window switches have been shifted from the centre console to a more handy location on the doors, and the fuel filler cover release is also conveniently located behind the steering wheel and metallic highlights inside the cabin look good. There are, however, some cheap-looking bits, like the door handles that you think might break off if you pull them too firmly, and the plastics are still not up to scratch either. Poorly executed joints and seams tell you that overall quality still isn’t quite up to Japanese standards, but in fairness, it’s a big step up from the earlier Scorpio. 






For those of us who had gotten used to the design of the Scorpio, the new car looks like an ode to the current car but with a bit more flash to it. It’s undergone a modernisation change and feels more confident thanks to the new chassis. The steering feels nicer and the ride has improved. Though it doesn’t feel like a generation change, it is a step-up from the current Scorpio.


What’s it like to drive?
Mildly retuned and with a different set of gear ratios, the 118bhp mHawk engine has been further honed in the new Scorpio. There's a bit of vibration below 1,000rpm, but low-end response is strong as ever and the Scorpio skips forward effortlessly in a way that belies its weight. Spin the engine harder and there’s a corresponding increase in power as well, which also feels great. This sensation of plenty of torque and power carries on if you shift up early. But past 3,800rpm, the engine starts to strain and gets a bit vocal.
However, the mHawk is pretty smooth for a big diesel; in fact, it’s the most refined engine in its class. There are, however, some vibrations around 2,000rpm, especially when you get off the throttle, but it’s not obtrusive. What’s less than perfect is the gearbox, which feels quite notchy and needs an extra shove to slot through the gate. The clutch is a bit heavy too, so shifting gears in the new Scorpio isn’t exactly fun.

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Lamborghini Huracan

Lamborghini's new Huracán that replaces the successful Gallardo, is a new-age, hi-tech approach to Lambo's four-wheel-drive V10 supercar formula. Immediately, it's much more attractive to look at in the flesh. That ground-hugging stance, the rakish nose and that slatted matte black engine cover make it look otherworldly.
Getting into the impossibly low-slung Huracán is an event in itself. You step in with your left leg and lower yourself in, much as you would in a go-kart. It's also very apparent; you are virtually sitting on the floor. Unlike a go-kart, however, there's a massive, hulking, ten-cylinder engine sitting right behind your back. In fact, it's pretty clear; there are the front wheels, there's you and there's the 602bhp V10 behind your back. You really do feel like you are sitting at the pointy end of a rocket here.

The military jet theme of the cabin is quite apparent too. There are toggle switches, and the car can only be fired up via what looks like a shielded bomb-release button. Even the vents look like fighter aircraft intakes. I hit ignition, and the motor just explodes into life, the screams from the exhausts sounding like it is spewing flames out the rear.
Challenge number one is getting out onto the highway; the access road is full of potholes, slush and bumps. This environment is more appropriate for off roaders!
Luckily, I can raise the nose by 40mm, and the Huracán, as a result, manages to clear all the obstacles thrown in its path. Of course, I baby the Lambo over them, but I'm still impressed with how well it has taken them.
The ride is also pretty unreal. Being a proper supercar, some amount of stiffness is expected, but the magnetorheological damper control system works well, so the ride is better than that of a Gallardo. Overall ride is so good, you can actually use this car every day!

The Huracán's new stiff carbonfibre and aluminium chassis helps and so does the new aluminium double wishbone suspension set-up. The new Lambo also gets an all-new twin clutch gearbox and a new four-wheel-drive system that is different from the mechanical Quattro-based unit in the Gallardo.
The road ahead finally improves. I pull the left paddle twice and mash the throttle to the floor;  our backs are bent and the Huracán is flung forward like it is shot out of a giant cannon. And it’s not just that initial eye-popping surge of power; the Huracán delivers one long, sustained, seamless pull for the next 10 or 12 seconds. Just insane. And the soundtrack is pretty mental too. The burst of acceleration is accompanied by the demonic howl of the V10 screaming up the scale like there is no limit.

Lamborghini claims this car will do 0-200kph in 9.9 seconds, which is stupefyingly quick. And I have little doubt it will sail past the claimed maximum speed of 325kph. What helps it attain this performance is an 80kg lighter chassis, a faster, almost seamless, double-clutch ’box and of course, 602 bhp. The motor sounds so good I drop the windows to hear the exhaust wail. Giving this car everything feels just extra special.

The electric steering isn’t bursting with feel, but it's quite accurate, free of four-wheel-drive corruption, and its weight feels quite natural too. But while the all-wheel drive offers a leech-like grip on the road, allowing a lot of speed, the Huracán does not really shine when cornered really hard. Yes it feels more modern — it's much lighter on its feet, the engine and gearbox responses are deliciously immediate, and the motor feels like it is getting on cam earlier in the rev range but it does feel a bit numb on the limit.
Brilliant to look at, incredibly quick, loaded with technology and very useable in our conditions, the Huracán doesn’t just replace the Gallardo, it takes Lamborghini’s V10 supercar to an all-new level. It may not be the best handling car in its class and at Rs 3.43 crore (ex-showroom, Delhi), it is a bit pricey too, but you get plenty of car for your money. And then there’s the fact that Indian cars get powered seats, carbon ceramic brakes and even the nose lift function as standard. The Huracán’s trump cards, however, remain its manic acceleration and its heart-stopping looks, and for those, it’s unbeatable.

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Maruti Ciaz

What is it?

Maruti has unveiled the production version of the Ciaz, which will go on sale by mid-October. Bigger, sleeker and far better equipped than the SX4 it has replaced, the Maruti Ciaz is a big step forward and puts Maruti back in the mid-size segment game.
Built on an all-new platform, the Ciaz has been conceived from a clean sheet of paper to take on the likes of the Honda City and Hyundai Verna. Maruti is also pinning its hopes on the Ciaz to take its image upmarket by making it a credible alternative to the more premium brands.   

How does it look?
The Ciaz bears no similarity to any other model in Maruti’s range, but you can tell it’s a Suzuki thanks to a certain family look characterised by the small, three-slat rectangular grille and the conservative styling of the car. Like most Suzukis, the Ciaz doesn’t immediately grab your attention and though the styling is clean and uncluttered, it’s unadventurous as well, especially when you view the car in side profile. What adds a bit of spice to the look are the superbly detailed projector headlights and the large rectangular tail lights, which bear more than a passing resemblance to the Honda City’s cluster.

Making up for any lack of visual drama is the sheer size of the car. The Ciaz has the largest footprint of all mid-sizers, and sitting on 16-inch alloys (only available on the Z+ variants), it looks like it belongs in a higher segment. There’s no doubt that the Ciaz is a handsome, well-proportioned car and the chrome finish on the door handles and the rear boot lid do give a premium touch.
You would expect the large Ciaz to be rather heavy, but it’s quite the opposite. The all-new chassis is constructed with high-tensile steel which, apart from giving rigidity to the body, has kept weight down. Tipping the scales at 1010 and 1105kg for the petrol and diesel versions respectively, the Ciaz is remarkably light for its size
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What’s it like inside?

Maruti sedans are typically associated with cramped cabins, but not the Ciaz, which turns this perception on its head. It’s fair to say that the Ciaz is the most spacious mid-size car and the feeling of space is enhanced by the large glass area and light interiors.
The back seat has an incredible amount of legroom and is wide enough for three adults, the flat floor being a help. However, the seat cushions are a touch firm and under-thigh support could be better
Again, in terms of design, the dashboard is quite straightforward with simple lines and an uncluttered look. The centre console is dominated by a large 7-inch touchscreen which has an easy-to-use interface. However, this infotainment system is only available on the Z+ variants.
The instrument console houses a pair of small but easy-to-read dials which are again completely new. However, you can spot bits from other Suzukis, like the power window switches and door locks which are shared with Swifts and Dzires. Plastic quality is the best we’ve seen on any Suzuki – the fit and finish is very well executed. The wood-finish accents work quite well too and don’t look tacky, as is the case in most cars at this price point. A lovely detail is the chrome surrounds for some of the buttons, which gives a premium feel.

Where the Ciaz scores is on practicality with lots of storage space. You get 1-litre bottle holders for all four passengers and lots of cubby holes for odds and ends. While the glovebox is not that big, the 510-litre boot certainly is – it’s large enough to swallow four big bags. However, the rear seats don’t flip forward to create more space.

Maruti has packed the Ciaz with lots of equipment, and expectedly, it’s the Z+ versions only that get goodies like 16-inch alloys and SmartPlay Infotainment. However, the lower trim levels are not badly off, except for the absence of safety features like twin airbags. Maruti should have offered driver and passenger airbags across the range as standard.
 

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Toyota Aygo 2014

The Toyota Aygo – in retail form, and in the UK. It’s been all pre-production drives abroad before this, and while there’ll be a full road test examination in short order, this initial car – one of the few in the country – earns another first look.

Much about it we have learnt before. This is a marginally bigger follow-up to Toyota’s popular city dweller which has been on sale since before Twitter was born. It continues to share a platform with PSA PeugeotCitroën, although aside from the rear passenger door and the angle of the windscreen, not a single body panel is the same.

The Aygo is differentiated even more clearly by the x-graphic on the nose; as brazen a love-or-hate feature as it’s possible to imagine. The shape, of course, is largely incidental – the point is that you can swap out the inserts (quickly, via a dealer) for new ones, thereby personalising your car. Given that there are currently only three colours to choose from, your options are somewhat limited, but you get where Toyota is going.

Its thinking continues inside, where a more uniform architecture can be similarly customised with two levels of interior pack that swap out much of the glossy dashboard plastic (in as little as seven minutes, we’re told). If that weren’t enough, you can also have the distinctive double-bubble roof in a contrast coloured decal.

All of that’s on the option list; as standard in the UK, both the 3 and 5-door Aygo come in three grades: x, x-play and x-pression, with two special editions: x-cite and x-clusiv. As ever, the mid-spec trim will be the seller, but the DAB-equipped, alloy wheeled and x-touch media carrying x-pression looks tempting despite a sizable premium.

The x-clusiv driven here is only a few hundred pounds more than that and largely adds styling enhancements to justify its short price hop. There’s currently only one engine to choose from; the three-cylinder 1.0-litre VVT-i carried over from the previous Aygo, albeit in revised format. A five-speed manual gearbox is standard, with Toyota’s automated manual X-shift a £700 option.

]Our yardstick for city cars has moved up a notch or two since the introduction of the impeccably mannered VW Up, but the core credentials remain unchanged: about town convenience, a bit of sprightliness beyond and moderate motorway ability. The Aygo pretty much nails all three. Light control surfaces, its small size, tight turning circle and good visibility make the Toyota a natural urbanite - much as its predecessor was.

In the wider world, the news is better still. Thanks to additional spot welds and a higher use of high-tensile steel, this is a stiffer, lighter Aygo – and it shows. The ride is busy, but very well-judged and rarely seems overloaded; meaning that there’s plenty of play to accommodate some mid-bend surface turbulence even when cornering. The result, when combined with decent grip levels and an even-tempered front end, is a city car that can happily be driven with vigour.

The engine is somewhat less of an attribute. Near the beginning of the Aygo’s life cycle the 1.0-litre unit was an award-winner; now, even tweaked for slightly more power and still better efficiency, it feels off the current three-pot pace. The engineers have reorganised the gearing for a bit more low-range perkiness, and this helps, but there’s a noticeable mid-range flat spot to go with a predictably limited amount of gusto.

By and large, though, this doesn’t detract from the experience. The lowering of the hip point in the front is a boon for keen drivers, but the packaging elsewhere is just as accomplished. The double-bubble roof – unique to Aygo – helps facilitate an impressive amount of back seat headroom. The Aygo ought to seat four sensibly sized adults without a eliciting a groan from any of them. The boot has been made more accessible too; although there’s still a mighty lip to heave shopping over before you’ll find the floor.

Compared with the Up, there are some questionable plastics dotted around the cabin, but if your eye isn’t drawn to the possibilities of those extra colour options, then the 7-inch x-touch screen ought to do the trick. Again, this is a shared item, but that doesn’t detract from its appropriateness - the intuitive, simple menu, easy-peasy connectivity and standard DAB tuner easily proving a match for any of its current rivals.

]A two-hour spin suggests yes. Over the last few years we’ve applauded most loudly for the Panda’s practicality and sense of fun, and the Up’s polish and maturity; the Aygo, with some sensibly selected updates and gently innovative ideas, appears to have earned mention in the that exalted company.

As Toyota has already acknowledged, there is more competition than ever for a new small car - not least from the PSA alternatives which will certainly be cheaper - but, at the moment, its latest contender looks set to immediately return to our city car top five. How high up? Well, that’s what the road test is for.

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Toyota confirms fuel cell launch for 2015

The car, which will be a mid-sized saloon comparable to the currentAvensis, will closely reference the Toyota FCV concept shown at the Geneva motor show last month.

Toyota says it will use a high-density fuel stack and will have the potential to cover 500 miles on a single tank of fuel.

European president, Didier Leroy said he recognised fuel cell technology will take time to be adopted. “To help that happen we will bring a reasonable number of cars to Europe. The volume will be limited, but they will be visible on the streets,” he said.

The firm is working with BMW to accelerate its fuel cell research and development. Karl Schlicht, Toyota Europe’s second in command said the firm would pioneer the technology and points to Toyota’s role in the widespread adoption of hybrid drivetrains. He said: “There is of course a long way to go, as with any game-changing technology, but remember the same was said about hybrid only 10 years ago.

“Toyota is ready to back and lead this change, so we will be pioneering fuel cell step by step.”

He also said that hydrogen fuel is easy to store, better at capturing renewable energies than batteries and can be produced anywhere. “Taking these facts into account reinforces how Toyota is convinced fuel cell can deliver our ultimate goal of zero emissions and sustainable transport,” he said.

Toyota has revealed the final design for its new Fuel Cell Sedan. It's a 'Ronseal', does-what-it-says-on-the-tin choice of name for the car: it is, indeed, Toyota's hydrogen fuel-cell-powered saloon - and this one is coming to a showroom near you sooner than you think.

The H2 car may blend concept car cues with Japanese global design blandness, but the Fuel Cell Sedan is significant as much for the numbers involved as the futuristic look.

Toyota today confirmed this car will be launched by April 2015 in Japan, and in summer 2015 in Europe and the US. That's next summer. A full, hyrdogen-powered production car.

Toyota Fuel Cell Sedan: the lowdown

The company announced indicative domestic pricing of around seven million yen; call it around £40,450 at today's exchange rates. That's the likely Japanese price - the cost in Europe and North America will be confirmed at a later date.

The Fuel Cell Sedan was first shown as a concept car at the 2013 Tokyo motor show and today's announcement is further proof, were it needed, of Toyota's ambition to launch a commercially viable fuel-cell product at scale before its rivals.

We may scoff at the dire provision of hydrogen refuelling infrastructure today, but it's hard not to recall Toyota's bold commitment to hybrid cars back in the 1990s - and look where that trend has gone today.

It's telling that Toyota will initially launch the Fuel Cell Sedan only in areas of Japan which support H2 refuelling. Today, there's only a single public hydrogen refuelling centre in the UK near London's Heathrow airport. And that's not much good if you live in Aberdeen or Exeter.

Toyota's environmental mission

One line stands out in today's announcement. 'Toyota’s commitment to developing vehicles that are kinder to the environment is based on three principles: embracing diverse energy sources; securing low vehicle emissions; and driving positive environmental change by making these vehicles popular with customers.' There, in a nutshell, is the mission statement for Toyota's disparate green technologies.

The Fuel Cell Sedan uses a Toyota hydrogen stack, developed in the real world through a Japan and US trial of the FCHV crossover since 2002.

Refuelling now takes three minutes, says Toyota, and it claims performance and driving characteristics comparable to a petrol-engined saloon of the same size.

Karl Schlicht, executive vice president of Toyota Motor Europe, said: 'There are many challenges ahead, such as the availability of fuelling infrastructure and customer awareness. But our history with hybrid gives us all the experience we need to bring a new technology to the market.

'In Europe we will be taking it step by step, gradually introducing the car in selected markets. But we are confident that hydrogen will become increasingly popular as a way of powering vehicles.'

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BMW 4 Series Gran Coupe

The BMW 4 Series Gran Coupe attempts to downsize the recipe of the four-door coupe concept, which was pioneered by the Mercedes CLS. Like its big brother, the BMW 6 Series Gran Coupe, it combines rakish coupe-like looks with four doors and a big boot to create a stylish family car.

Based on the fine 4 Series Coupe but offering a bigger boot and easier passenger transport, it’s a worthy rival to the ageing but successful Audi A5 Sportback and Volkswagen CC.

onlookers could be forgiven for not noticing the difference between the BMW 4 Series Gran Coupe and a standard BMW 3 Series – a criticism we’d never level at the far more imposing (and expensive) 6 Series Gran Coupe.

That said, the 4 Series Gran Coupe is still a handsome machine in the metal, with the 4 Series’ wider rear axle helping boost the car’s planted stance.

For extra visual aggression and around £3,000, you can spec the M Sport pack, which adds a more aggressive bumper an standard 18-inch alloy wheels, plus a comprehensive revamp of the interior.

Driving

4.2

Perhaps the highest compliment we can pay the BMW 4 Series Gran Coupe, is that you’d never notice the extra 50kg of extra doors and slightly taller stance.

In short, it handles just like the 4 Series Coupe, which is to say very well indeed – if lacking the final word in excitement. Thanks to its 50:50 weight distribution and the same widened tracks as the 4 Series Coupe, the Gran Coupe exudes balance, while remaining flat and confidence-inspiring in fast direction changes.

As with most modern BMWs, it’s the slightly dull steering that’s the main disappointment – it never really transmits a lot of information from the front axle. This sadly detracts from an otherwise engaging drive in which you experience from one of the most resolved (and adjustable) driving positions of any sports saloon.

The range of engines mirrors the Coupe’s too, save for the fuel-sipping 418d variant, which has been included due to its fleet-friendly CO2 rating. 

Reliability

3.5

Based on the proven mechanicals of the BMW 3 Series Saloon, there’s nothing in the 4 Series range that should give cause for alarm. In fact, the current 3 Series came 14th in our 2014 Driver Power customer satisfaction survey.

However, BMW has some slight catching up to do to beat its rivals on customer service: its 10th placed finish in our 2014 Driver Power survey fell behind Mercedes (9th) and also Jaguar and Lexus (4th and 2nd respectively). Audi, meanwhile, languished in 12th place.

Practicality

3.5

Despite BMW stubbornly billing this car as a ‘coupe’, its four doors and hatchback boot make it a more usable proposition than you might expect. Instead of the 4 Series Coupe’s bootlid, the Gran Coupe uses a hatchback tailgate with automatic opening and closing as standard, giving a much larger loading aperture.

At 480 litres, the Gran Coupe’s boot is also 35 litres larger than that offered by the 4 Series Coupe - exactly the same size as the cargo area offered in the 3 Series Saloon. Even the car’s closest rival, the Audi A5 Sportback, can’t trump the BMW as it offers a 480-litre space.

Another oddity in the car’s specification is its ‘4+1’ seating arrangement. Essentially, there is a middle seat on the rear bench, but it’s raised above the other two to clear the transmission tunnel. When combined with that curving roofline, it’s left only as an emergency seat for children.

Running Costs

4

The extra practicality of the 4 BMW Series Gran Coupe represents great value for money when you consider that it’s priced identically to the 4 Series Coupe range. 

It might be a big coupe lookalike, but the 4 Series Gran Coupe should serve up some supermini-sized running costs thanks to its two four-cylinder turbodiesel engines. According to BMW’s official figures, the 418d and 420d can record 63mpg and 60mpg respectively.

The 420d would be our choice as its extra torque endows this sporting saloon with some much-needed punch. That said, BMW’s diesels are rather noisy, so if you’re a fan of the black pump it’ll be worth waiting for the six-cylinder 430d and 435d Gran Coupe variants due soon.

Petrol fans are even better catered for, with the choice of 420i and 428i turbocharged four-cylinder engines and a flagship 435i six-cylinder also available at launch. If you’re not doing huge miles, the four-cylinder variants in particular are worth a look – they’re urgent and far more refined than the ‘default option’ diesels.

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