Renault Laguna Coup'e tested

Renault's forthcoming Laguna coupe signals the French brand's return to flamboyant design. We take it for a drive...

Text: Ken Gibson / Photos: Jeremy Williams November 2007

it’s the super-coupé that’s got added Va Va Voom! And it proves that Ren­ault is swapping safe for sexy.

Reaching UK dealers at the end of next year, the sensational new Lag­una Coupé shows the French brand is returning to flamboyant design – building on the legacy of the Avan­time MPV and the luxury Vel Satis.

However, unlike those models, it will be no sales flop. The newcomer is set to mark the revival of the affordable coupé, and will join the reborn Volkswagen Scirocco and the forthcoming Hyundai Coupé in a market sector where style and head-turning looks don’t have to come at a huge price. Tipped to cost around £20,000 when it arrives in the UK in Decem­ber 2008, the two-door is certain to sell like hot croissants – so we caught up with it at Renault’s test track in northern France to see what buyers can expect.

Revealed at September’s Frankfurt Motor Show, the Coupé looks every bit as amazing on the road as it did on the stand. It’s part of Renault’s plan to challenge the likes of BMW and Audi, and bosses know that improving reliability and quality alone isn’t enough – the car needs style, too.

To this end, the Coupé is everything its hatch brother isn’t: daring, dynamic and desirable, with shades of the Aston Martin V8 Vantage from the rear. You could park it next to a BMW 3-Series Coupé and plenty of people would prefer the Renault on looks. Stephane Janin, the man in charge of Renault’s concept car des­ign, is pleased with the results.

He told us: “We wanted to produce a car that people would desire and want to buy. The Coupé is a sexy model with a lot of drama that should appeal to a much wider audience.”

At the front, piercing headlights stretch back into the bonnet. They’re accompanied by two slim-line LED foglamps that light up the ground-hugging grille. The side profile is particularly striking, and is distinguished by its steeply raked roofline and shal­low windows, which give the newcomer a racy and athletic stance.

Sadly, the show car’s exotic scissor doors are too costly to put into production, while the glamorous cabin – with its minimalist layout, intricate dials and spade-shaped auto selector – will be replaced by an upmarket version of the standard Laguna design.

In fact, the interior will be a real strength – high on quality and comfort – and our drive showed Renault has got the basics right. The driving position is low, the seats hug you and small glass areas provide a cocooned feel.

Although we weren’t able to put the priceless show car fully to the test, the signs look good, with finished versions set to get the same four-wheel steering as the GT hatch, plus a sporty suspension set-up.

There will also be plenty of engine choices. Driving the front wheels via a six-speed manual or automatic box will be a 168bhp 2.0-litre petrol turbo or a 2.0 dCi turbodiesel. Flagship cars get a powerful new 3.5-litre petrol V6 shared with the Coupé’s Nissan 350Z stablemate or Renault’s fresh 180bhp 3.0 V6 diesel. The latter combines a 0-60mph time of seven seconds with economy of around 45mpg. Add it all up and, if bosses get the price right, they’ll have a winner on their hands.

Rival: Volkswagen SciroccoReviving one of VW’s most famous badges, the reborn Scirocco takes a new approach with a hatch body and radical styling. It promises a sporty driving experience – thanks to underpinnings shared with the latest Golf GTI – and is the car the Laguna Coupé has to beat.

Concept features hi-tech scissor doors

Rear end is reminiscent of Aston V8 Vantage

Interior features a futuristic design, with intricate dials

Spade-shaped gearbox selector is a modern touch.

Sculpted seats continue the modern feel of the interior.

FIRST OPINION
If you were disappointed by the styling of the brand new Laguna, then the Coupé version will blow you away. Renault has pulled out all the stops with the latest addition to its line-up. It’s fantastic to look at, with a sleek and dramatic shape that demonstrates French flair at its very best. We have no doubt that the newcomer will turn heads when it arrives here in December next year – and with a winning range of engines plus a hi-tech chassis, it should drive as well as it looks. We can’t wait!

AT A GLANCE
Price: £20,000 (est)
Engine: 3.0-litre V6 turbodiesel
Power: 180bhp
Transmission: Six-speed manual, front-wheel drive
Top speed: 140mph (est)
0-62mph: 7.0 seconds (est)
Economy: 45mpg (est)
Equipment: Leather upholstery, climate control, cruise control, Bluetooth, iPod-compatible CD

stereo, alloy wheels
On sale: December 2008

Peugeot 308 2.0 HDi 136 GT

New Peugeot 308 family hatchback hits UK dealers in time for September rush
By Oliver Marriage September 2007

When it comes to competing for a slice of the UK family car market, there are no half measures. And that is exactly why Peugeot has pulled out all the stops to get its new challenger here in record time.Only last week we carried a world first drive of the new 308, and now we’ve tried a right-hand-drive model in Britain. How come it’s here so soon?

You don’t need us to tell you that September is a key month for new car sales, and Peugeot didn’t want to miss out on a large chunk of business, so bosses decided to bring production of right-hookers forward.

The new family hatchback is the first Peugeot of the ‘8’ generation, and while it doesn’t represent a massive departure from the 307, it’s reasonably attractive, with a redefined front end and curvier shape at the rear. As with Mercedes’ latest C-Class, the nose and tail get different treatments dep-ending on which model you go for.

Under the skin, the 308 uses the same platform as its predecessor, so the car’s overall dimensions haven’t changed a great deal. In fact, boot space has risen by only seven litres and rear legroom remains modest.

Yet the Peugeot feels deceptively large inside – and that’s all thanks to the Cielo glass roof, a feature that’s standard on the top two of the five trim levels and optional on the rest.

The French firm desperately wanted to enhance interior quality on its fam-ily hatchback, and has succeeded. The one-piece dash moulding, which has five chrome-ringed air vents set into it, looks and feels great, and is better designed and more tactile than the effort in the 307. There are a couple of black marks against the newcomer, though: the right-hand-drive version has no footrest for the driver’s clutch leg, while the glovebox is tiny.

Buyers have six engines to choose from. We drove the top-of-the-range 136bhp 2.0 HDi, which is currently the only model to feature a six-speed gearbox. The diesel engine is refined, but could have done with being updated, because it lacks real grunt, with the power tailing off too early in the rev range. It doesn’t help that, despite the modest size gains, the 308 tips the scales by at least an additional 60kg across the board.

Still, that extra weight has not dented the car’s road manners too badly. While it’s far from sporty, the Peugeot is very capable, with a fine balance of ride quality and handling, plus excellent cruising ability.

It’s a strong vehicle, too, and has already earned itself a five-star rating in Euro NCAP crash tests. Prices start at £12,595 for the five-door 308, with three-door versions costing £600 less when they arrive here in December.

RIVAL: VW GOLF 2.0 TDI GT

While it’s not as well equipped, the equivalent Golf – the 2.0 TDI GT Sport – is considerably cheaper than the Peugeot, at £18,887. We still think the VW has the edge for build quality, too, and it’s a great car to own, thanks in no small part to its superb resale values. But the diesel engine isn’t the smoothest around and the car doesn’t have the 308’s polished road manners.

2008 Mercedes-Benz CLK63 AMG Black Series - Road Tests

Black Ops, AMG Style: A new take on the Big-Bang Theory

BY BARRY WINFIELD, PHOTOGRAPHY BY MORGAN SEGAL August 2007

What does a niche-market manufacturer do when the niche it has carved becomes surprisingly full of eager customers? Carve another one, of course, and raise the ante. Mercedes-Benz’s performance arm, AMG—with about 45 percent of its 20,000-unit annual production destined for the U.S.—is cleverly diversifying its range into various categories and levels of performance and trim.

Hence, AMG’s Black Series version of its CLK63 hot-rod coupe. Patterned, it’s said, on the CLK63 used as a safety car at Formula 1 races, the Black Series is immediately identifiable by its aggressive air-scoop-rich front end and muscular wheel arches. The carbon-fiber ducts you see on the front fascia sides are the real thing—from a material and functional standpoint—as is the tail spoiler.

Critics have described the standard CLK coupe, with its soft, generic look, as a bit of a girl’s car. Not the CLK63 Black Series. There’s more than a hint of the company’s DTM (German Touring Car Championship) CLK race car in this vehicle’s appearance, what with its prominent front apron and rear diffuser, 19-inch forged alloys, and extroverted dual-exhaust tailpipes. The beast fairly screams high performance from every angle.

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Performance

Not to mention the rumble that emanates from the pipes when you bring the big 6.2-liter V-8 to life. It starts with a deep snarl and quickly settles to a basso profundo grumble. There’s a whole boatload of torque available (peaking at 465 pound-feet at 5250 rpm, but offering nearly 370 at just 2000 rpm), so the CLK will move off easily on a whiff of throttle and a lazy burble from the exhausts.

Stand on it, and the picture changes dramatically. The exhaust note hardens to an urgent, staccato beat, and the car launches with determination. If you’ve tapped the ESP button to its off position, you may well expect some wheelspin. In this case, from both rear wheels, since there’s a taut and occasionally clunky limited-slip diff back there to keep the husky engine from vaporizing an inside rear tire in corners.

If you can get the tires hooked up, you’ll be at 60 mph four seconds later. Stay on it for 23.1 seconds after launch, and you’re at 150 mph and heading at a fairly determined rate for the 186-mph governed top speed. As you’ve probably heard a thousand times, there’s no replacement for displacement. (Apparently, there’s no replacement for clichés, either.)

Driving Impressions

But this car drives home the axiom. It warbles along merrily on the freeway at 80 mph (at 2200 rpm), barely breaking a sweat in the highest of its seven automatic gear ratios. Punch it at that speed, and the transmission drops a few gears to get the big V-8 on the boil (with a soundtrack you’ll remember forever), and the CLK checks out with alacrity.

Examine the top-gear acceleration numbers in the specs. The Black Series surges from 30 to 50 mph in 2.0 seconds and from 50 to 70 mph in 2.7 seconds. But the real measure of its output is its ability to accelerate from 60 to 150 mph in less than 20 seconds. You have to love 500 horsepower, don’t you?

But that’s just a part of the Black Series story. After all, it’s only slightly more powerful—25 horsepower—than the “normal” CLK63 AMG. The rest of the engineering focus is on the chassis and body structure. Much of the suspension is all-new, with shocks that feature adjustable rebound and compression damping and springs that allow ride-height adjustments.

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Racing Inspired Components

In typical racing manner, front-axle camber is adjustable, whereas the rear axle has adjustable toe only. Compared with the standard CLK63, the Black Series car has a rear track 2.6 inches wider and a front track almost three inches wider. Extensive bracing—at the front strut towers, in the car’s front section, and in the trunk area—lends additional stiffness, and some weight, to the Black Series compared with its tamer sibling. There had been some talk of a carbon-fiber roof to reduce weight, but instead, that material was used on some of the body add-ons such as the rear diffuser.

Lighter is better, for sure, but the big V-8 shoves this 3920-pound car around as if it were a comparative lightweight, and the huge cast-iron-disc, composite-hub brake rotors and monoblock calipers haul it down from speed with astonishing intensity. There is much of the race car in this Black Series, and AMG chose to showcase it at the Streets of Willow circuit at Willow Springs International Motorsports Park, with a few of its racing drivers in attendance to show us the way around.

Among them was three-time DTM champion and three-time Le Mans winner Klaus Ludwig, who exploited the power and track virtuosity of the CLK in no uncertain terms. With the transmission in manual mode, which locks in ratios unless otherwise commanded by paddles on the wheel, one could readily appreciate the benefits of an engine that pulls hard from low on the tach yet revs eagerly to more than 7000 rpm.

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The Verdict

We’d initially thought the steering—it has respectable low-speed heft—to be a touch isolated for a car of this nature, but a stint on the track convinced us of its outstanding accuracy and satisfactory feedback levels. With seismic acceleration, 0.96 g of grip, and crushing brake performance, this car demands good seats. The European market gets terrifically sporty shell buckets that are not legal in the U.S. Instead, we get extremely supportive leather-clad sport seats equipped with a strange combination of manual fore-and-aft adjustment and power recline, lumbar-support, and torso-bolster functions.

It’s a fair swap. When you’re sitting snugly in the wraparound seat, clutching the flat-bottomed wheel while squeezing the throttle and stabbing the brake, there’s not much wrong with the picture. The Black Series blasts down the straights on an exhilarating tide of torque and then digs in hard under braking, turns in with considerable tenacity, rotates willingly on the throttle, and rockets out of the corner. All courtesy of the latest generation of ­Pirelli P Zero Corsa tires, which do a lot to make transitions progressive and readable without premature tire squeal.

Which is pretty much what you’d expect from an AMG-developed Mercedes coupe with 6.2 liters in its pocket and $138,000 or so on its sticker. That may not sound like much bang for the buck, but the charm of AMG’s big-bang V-8 is not to be underrated. Especially not in the Black Series.

THE VERDICT

2008 Mercedes-Benz CLK63 AMG Black Series
Highs: Plenty of power and a marvelous soundtrack, competition-level handling and brakes.

Lows: A somewhat jarring ride in suburbia, the boy-racer image attracts unwanted attention, no rear seats.

The Verdict: A must-have for those who find the standard CLK63 just a little too common.

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COUNTERPOINT
TONY SWAN

AMG is all about power and panache, but its core credo goes beyond that. “At the end of the day,” says AMG boss Volker Mornhinweg, “it must still be a Mercedes.” This refers to refinement, as well as muscle, which adds a bit too much mass in a car conceived to match the pace of, say, a Porsche 911 Turbo. Thus, this limited-edition CLK isn’t quite in that league. But it is nevertheless a formidable performer and easily one of the most desirable AMG cars ever offered.

AARON ROBINSON

A light bar, a medic’s kit, and carbon-fiber cutters would make the CLK63 complete. I like racer and pace-car replicas, and a knockoff of an F1 safety car is even niftier, especially one with the liveliest engine and handling of any AMG to shade my driveway. But I’m not in the target market of Benz fanatics, so it’s tough to see more than a CLK350 with $91,000 in upgrades. Walking past a thoroughbred Aston Vantage

or a state-of-the-art Audi R8 would be very hard, indeed.

Mercedes-Benz SLK

There's more to the SLK than its clever roof - it's fast, well designed and is a relaxed cruiser. However, it doesn't relish hard driving.

On the road price: £28,750 - £51,580

For: Stunning folding metal roof, sprightly engines, Airscarf option, supple ride
Against: High prices, poor finish inside, not that enjoyable to drive fast


Reviews by : Autoexpress 2007


Driving
Driven in isolation, the SLK is rewarding, but it's not a genuine sports car. The brakes aren't that impressive, for example. They take too long to come to a halt from 60mph, the ABS activates too quickly and the pedal lacks feel.
The same applies to the over-assisted steering, while the suspension isn't as well controlled as it should be, with a tendency to pitch and dive when pushed. This makes it feel comparatively loose and sloppy, a sensation not helped by the over-active traction control. Instead, it's happiest when cruising.
Although it bucks a bit on bumpy B-roads, it's generally supple and relaxing. Combine this with the sense of security and isolation generated by the hard-top, and the Mercedes emerges as an ideal car for long trips.
Particularly with a combination of light kerb weight and a strong 3.5-litre V6 engine option. This summons Porsche-beating acceleration, though it doesn't sound particularly great. Also available is a surprisingly able 2.0-litre supercharged four-cylinder, though this sounds even less appealing than the V6.

Marketplace
The Mercedes has a traditional roadster shape, with a long nose and a short tail. But although detailing is lacking close-up, the F1-inspired pointed front, sculpted flanks and short tail give it an athletic appearance.
And until you see it in action, it's hard to believe the metal roof actually fits under the bootlid - that's one reason why this work of engineering art is something that owners will never tire of watching. No compact sports rival can match it; the Audi TT, BMW Z4, Porsche Boxster and Alfa Spider all offer fabric roofs.

Owning
The way the metal roof moves is pure poetry in motion. And even with the top down there's 208 litres of space in the boot, and with it up the bigger glass area it offers over canvass-roofed rivals - it has a larger back screen and taller side windows - not only boosts visibility, but means the cabin is bright and airy.

Unfortunately, the extra light focuses attention on the Merc's cabin materials. The shiny, hard plastics and cheap looking trim aren't very appealing. That's a shame, since the Mercedes is otherwise very elegantly laid out.

However, from the springy pedals to the wobbly column stalks and light steering, none of the controls operate with sports car precision. There's one feature we do love though - Airscarf. The three-speed set-up pumps heat from vents in the headrest, keeping you warm when the roof is down. It's not cheap though, rather like the SLK. And while retained values are excellent, servicing is expensive and Mercedes dealers don't enjoy the best reputation.

Ford Focus

New Ford Focus is here
The Focus is changing at Ford. Auto Express can exclusively reveal that Britain’s favourite car is set for a dramatic mid-life makeover.

By Chris Thorp 20th June 2007

The family hatchback’s new look has been penned by Martin Smith – the man behind the latest Mondeo and the S-Max people carrier. His mission has been to inject some excitement into the conservative current design, and as our pictures show, Ford fans should have plenty to look forward to.

Unlike the recently revised C-MAX, which simply featured a new front end and a number of tweaks at the rear, the fresh Focus is tipped to benefit from a thorough revamp with many new body panels. Significant improvements are expected inside, with upgraded materials and a more advanced cabin control system – similar to the Human Machine Interface (HMI) which debuted in the Mondeo.Following its unveiling in left-hand-drive form in September – possibly at the Frank­furt Motor Show – the UK-specification Focus will arrive on main dealer forecourts here before the end of the year.

The compact family Ford aims to fight off the challenge of fresh competition in the shape of the Nissan Qashqai and revised Vauxhall Astra. By committing to a more radical look, designers will try to make the newcomer appeal to a younger audience than the out­going model. With many of its styling cues borrowed from the latest Mondeo and new S-MAX, the Focus’s design is set to turn heads both from the front and rear.

Inside, the newcomer will capitalise on the strengths of Ford’s latest cabin layouts. Practical touches are set to be adopted from the C-MAX in an attempt to give the car even greater versatility.

As we previously reported, plans for a hot RS version of the current Focus have been shelved, but a successor to the potent ST is sure to feature in the future. While there has been no official word on the pro­gress of the RS project, it’s thought the appeal of such a model still burns brightly within Ford – although it’s unlikely that the high-performance flagship will appear in showrooms before 2009.

What is clear is that the revised Focus will herald a period of unprecedented new launches from the brand. Along with the X-MAX compact SUV, Ford will take the wraps off its next-generation Ka and new Fiesta – all within 18 months.The success of the Focus range is at the heart of this new product plan, and reveals exactly why Ford has taken the decision to facelift the model now.

Expect the line-up to mirror the existing range of three, four and five-door hatches, plus the estate and coupé-cabriolet. Prices have still to be confirmed, but it’s thought they will rise only slightly to keep the car competitive with the likes of the Astra and Volkswagen Golf.

...As current diesel goes out with a bang!

While the revised Focus is around the corner, Ford has just pulled the covers off a new sporty version of the current model that blends ST looks and diesel economy.

Unveiled at the Barcelona Motor Show, this is the WRC-S special edition. Devilish marketing bosses have limited numbers to 666, while every example is signed by Ford rally star Marcus Gronholm. A plaque inside gives each model a unique touch.

Power comes from a standard 2.0-litre four-cylinder 134bhp engine. But WRC and chequered flag decals make the special look like a rally car for the road. The bad news for hot hatch fans is that this Focus will be available only to Spanish buyers. While other European countries will offer similar models, UK bosses have chosen not to bring the ST-styled diesel here.

Porsche Cayenne Turbo

The revised Cayenne is fast, nimble and comfortable, and vastly expensive

Text: Oliver Marriage / Photos: Pete Gibson April 2007

It's the car the green lobby loves to hate. But that hasn't stopped the second-generation Porsche Cayenne arriving in the UK - with a range of new, more powerful petrol engines.
And with an astonishing price tag of £74,650, too! So, has the flagship Turbo model got enough about it to justify its tremendous cost?

As cosmetic improvements go, the sharper headlights and revised front airdams represent minor surgery, and despite the styling tweaks, the SUV is still far from handsome. The changes have lowered the drag factor significantly though (from 0.39Cd to 0.35Cd), and interior quality is also improved with better materials.

The cabin layout is user-friendly, but it's not that large or versatile, despite a decent 540-litre boot (1,770 litres with the seats folded). However, with a turbocharged 500bhp V8 engine under the bonnet, practical considerations are not what the big four-wheel drive is really about.

And, before you complain that the German firm has lost touch with reality, it's worth noting that each of the three powerplants on offer now features direct-injection technology. This means CO2 outputs have dropped across the line-up and fuel economy is improved by up to 15 per cent.

It's unlikely that the climate change lobby is going to embrace the new Cayenne, though. Even the entry-level 3.6-litre V6 only returns 21.9mpg on the combined cycle, and puts out 310g/km of CO2. With figures like that, you might as well go the whole hog and buy the 4.8-litre V8 twin-turbo we tested, which returns 19mpg and emits 358g/km respectively.

Whatever your thoughts on the green debate, the model is a technological tour de force. The off-roader can deliver the 0-60mph sprint in five seconds and top 170mph, which is a lot faster than a supercharged Range Rover Sport. It's also cleaner, and more efficient as well.

Handling is taut for an off-roader, too, while the adoption of PASM (Porsche Active Suspension Manage- ment) has markedly improved the previously jarring ride quality. As an overall package the Cayenne Turbo is improved, but the price and styling still make it an extravagant choice.

FIRST OPINION

The revised Cayenne is an exceptional piece of technology - extremely fast, surprisingly comfortable and relatively nimble. But it is vastly expensive, its cabin is neither particularly practical or versatile, it's extremely thirsty and most premium estates remain more dynamic and rewarding to drive. The big Porsche is more of a super sports SUV, and arguably the least politically correct car on the planet at the moment.

AT A GLANCE

Price: £74,650

Engine: 4.8-litre twin-turbo V8

Transmission: Six-speed automatic, four-wheel drive

0-60mph: 5.1 seconds

Top speed: 171mph

Economy: 19mpg

CO2: 358g/km

Standard equipment: Electrically adjustable leather seats, 12-speaker stereo, cruise control

On sale: Now